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Index to Volume XXXVIII
JANUARY TO DECEMBER, 1914
ILLUSTRATED ARTICLES MARKED THUS*
EDITORIAL ARTICLES MARKED THUSt
Index to Articles
A
Accidents and Lightt 534
Accidents, Cars Destroyed in 483
Adaptability of Electric Locomotive to
Switching Service* 255
Adjustable Spacing Collar* 82
Advantages of Mechanical Stokers 465
Air Brake Association, Convention Re-
port 257
Air Brake Cylinder Head Holders* 47
Air Brake Equipment, Maintenance and
Repairs to 377
Air Brake Hangers, Manufacture of* . . 11
Air Brake Prize, Westinghouse, An-
nouncement of 411
Air Brake Story Awards 474
Air Compressor, Cross-Compound, Two-
Stage* 35
Air Compressor, Rotary* 530
Air Hoist for Wheels* 240
Air Hose Couplings, Testing* 221
Air Line Junction, Improvements, L. S.
& M. S. Ry.* 145
Air Pumps, Device for Handling Dur-
ing Road Shipments* 21
Air Pump Stop Bosses, Reamer for Tru-
ing Up* '. 104
Air Pump Valve, Gauging Lift of* 144
Allen's Flush Car Door* 183
Alloys and Heat-Treated Steel in Loco-
motive Construction 317
Alloyed Steel for Tools 208
Ambulance Trains in England* 542
American Locomotive Co., Handling of
Boiler Shop Materials*. 557
American Railway Association, Spring
Meeting 202
American Railway Master Mechanics'
Association Convention Report*. . .303
American Railway Tool Foremen's As-
sociation. (See Tool Foremen 's As-
sociation.)
American Society of Mechanical Engi-
neers, Chicago Meeting 536
Among the Manufacturers*. . .35, 80, 126,
167, 206, 271, 355, 401, 436, 530, 565
Angus Steel-car Shop, Canadian Pacific
Ry.* 251
Angus Tool Room, Canadian Pacific
Ry.t* 404, 407
Another Shop Incident 484
Applying Tail-bar Cross Braces, Meth-
od of* 392
Apprenticeship —
Apprentice Efficiency 23
Apprentice Instruction, Fundamentals
of 231
Atchison, Topeka & Santa Fe, System
in Use on the* 135
Canadian Pacific, System in Use on
the* : 263
Erie R. R., System in Use on the*. . .185
Arc Welding* 207
Are Welding, Electric 558
Articulated Compound Locomotive, Erie
R. R.* 196
As India Sees Us 483
Ash Pan Construction* 487
Associations —
Air Brake, Convention Report 257
American Railway, Spring Meeting.. 202
American Railway Master Mechanics,
Convention Report* 303
American Railway Tool Foremens,
Convention Report 383
Car Foremens of Chicago, Annual
Meeting* 516
Chief Interchange Car Inspectors &
Car Fmns., Convention Report. .. .439
Chief Interchange Car Inspectors &
Car Fmns., List of Members. .. .450
International Engineering Congress,
1915 184
International Railroad Master Black-
smiths,t 403
International Railroad Master Black-
smiths,* 415
International Railway Fuel, Conven-
tion Report 257
International Railway General Fore-
mens, Convention Report 373
Master Boiler Makers, Convention
Report 258
Master Car & Locomotive Painters,
Convention Report 474
Master Car Builders, Convention Re-
port* 279
Membership of the Mechanical 204
Niagara Frontier Car Men 's, Organi-
zation of 150
Railway Electrical Engineers, Con-
vention Report 525
Railway Equipment Manufacturers,
Officers of* 413
RAILWAY MASTER MECHANIC
Railway Storekeepers, Convention
Report 259
Railway Supply Manufacturers', An-
nual Meeting 331
Tool Foremens, Topics for 1914 Con-
vention
Traveling Engineers, Convention Re-
portt* 454, 463
Traveling Engineers, Officers of*.... 412
Western Railway Club, Annual Meet-
ing 260
Atchison, Topeka & Santa Fe Ry. —
Making Mechanics on the* 135
Atlantic City Conventions for 1915, An-
nouncement of 495
Atlantic City Conventions. Exhibitors
and Exhibits* 333
Atlantic City, 1914 (Poem)* 215
Atlantic City Special Train 172
Austin Trailing Truck* 331
Autogenous Welding 378
Automatic Drill Truck, Wahlstrom*. . .206
Automatic Reamer Grinder* 413
Automobile Cars, Grand Trunk Ry.*... 28
B
Back Flue Sheets, Duplicating* 540
Back Talk 399
Baltimore & Ohio R. R.—
Dairy Cars for the 528
Fire Fighting Methods on the 404
Band Saw, Metal* 436
Bearing Metals 471
Bell Ringers, Device for Testing* 268
Bending Iron, Device for* 434
Better Keep Smiling (Poem) 238
Better Machinery and Fuel Economy. . .460
Big Men, The (Poem) 262
Billing Department, The M. C. B 134
Biographies —
Allison, William L.* 39
Anthony, J. T.* 168
Barnhill, Charles F 165
Barnum, Morgan K.* 434
Bosworth, W. M 166
Coburn, Ralph G.* 39
Coyle, Walter H.* ' 39
Delano, Frederick A.* 33
Endsley, Louis E.* 270
Garstang, William* 34
Hall, W. G.* 165
Heintzelman, I. W.* 166
Henry, J. M 35
Lichtenhein, Alan* 40
Mellor, C. L.* 169
Midgley, Stanley W.* 129
Magraw, W. E.* 535
Neff, John P.* 38
Purdy, Frank A.* 39
Savage, Harlow D.* 169
Sheppard, J. A 166
Sullivan, J. J.* 435
Westinghouse, George* 149
Black smoke, Prevention of 463
Blew torch, kerosene* 436
Blue Flag Holder* 552
Boiler —
Feed Waters 429
Inspection Reportt 534
Lagging, Method of* 66
Locomotive, Inspection* 13
Locomotive, Pumps and Injectors for
Feeding 396
Maintenance* 493
Maintenance and Care of 511
Maintenance and Water Treatment. .400
Shop, Method of Handling Material*. 557
Tubes, Locomotive* 272
Tubes, Repairing 432
Bolt Header, Dies for* 422
Books (See New Books)
Boring Bar, Cylinder and Valve Seat*. .355
Boston & Albany R. R., Scrap Handling
Plant, at West Springfield* 547
Box Cars, All-Steel for the Pennsyl-
vania R. R.* 369
Box Cars, Improper Loading of 181
Box Cars, Overhead Inspection of 292
Brake Cylinder Head Holder* 47
Brake Performance Testst 88
Brake Performance Tests* 99
Brake Shoe and Brake Beam Equip-
ment* 281
Brass Furnace* 395
Brick Arch, Thet 360
Brick Arch and Superheater Tests, N.
& W. Ry 329
Brick Arch in Locomotive Practice. .. .142
Brick Arch for Locomotive Fireboxes,
A New* 356
Bronze Journal Bearings 271
Burning Oil for Fuel 488
Burnside Shops, I. C. R. R., Planer In-
stallation at* 80
Burnside Shops, I. C. R. R., Tool Room
Work at* 91
Butte, Anaconda & Pacific Ry., Electri-
fication of* 113
Butte, Anaconda & Pacific Ry., Tractor
Trucks for* 382
c
Canadian Northern Ry. —
Fuel Tests 24
Shop Kinks* 65, 485
Valve Setting, Instructions for* 182
Canadian Pacific Ry. —
Steel Car Shops at Angus* 251
Steel Passenger Coaches* 199
Stock Cars. Thirty -ton* 555
Structural Steel Trucks* 109
Tool Room Methods at Angus
Shops*t 404, 407
Training Apprentices on the* 263
Canvas Car Roofing 437
Capacity 234
Capacity of Superheater Locomotives. .229
Car —
Air Brake Hangers, Manufacture of* 11
Blue Flag Holder* 552
Box, All-Steel, for the Pennsylvania
R. R.* 369
Box, Overhead Inspection of 292
Box, The Standard Fifty Years Ago*.247
Center Plate Oilert 87
Cleaner, Thurman* 35
Coal, Seventy-Ton* 243
Construction* 299
Coupler and Draft Equipment* 287
Coupler Tests, University of Hlinois..l55
Dairy, for the Baltimore & Ohio R. R.528
Department Correspondence 550
Destroyed in Accidents 483
Door, Allen's Flush* 183
Door Troubles 8
Dynamometer, Imperial Railways of
Japan 90
Exhibit of Safety, New York Central
Lines* 120
Ferry, N. T. Ry.* 563
Foremen's Association of Chicago,
Annual Meeting* 516
Freight Car Question 63
Freight, Standardization oft 2, 212
Grab Irons, Socket Washers for* .... 83
Grand Trunk Ry., Hopper and Box*.. 26
Hopper, Wrench for* 17
Hot Boxes 261
Instruction, Great Eastern Ry. (Eng-
land)* 398
Interchange 514
Journal Box Packing Guard* 167
Journal Packing and Lubrication.. . .220
Lining, Asbestos 128
Loading, Improper, of Box Cars 181
Loading oft 2
Lunch, on Pennsylvania R. R 75
Machine Formers for Car Parts*.... 5
Maintenance, Increased Cost of 173
Men, Vocational Instruction for 76
Motor, Gas-Electric, for the S. P. &
S. Ry.* 525
Motor, Gas-Electric, for St Louis
Southwestern Ry.* 414
Motor, Hall-Scott* 36
Motor, McKeen, for Sunset-Central
Lines* 9S
Niagara Frontier Car Men's Assn...l50
Passenger, Steel, for Canadian Pacific
Ry.* 199
Reinforcing Wooden Box* 54
Repair Fund, A General 536
Repair Shops at Air Line Jet., O. (L.
S. & M. S. Ry.)* 147
Repair Shops, Jointt 533
Repair Shops, Joint 549
Repair Shop, Requirements of* 67
Repair Statisticst 1
Repair Statistics* 21
Retirement of 40,000 and 50,000
Pounds Capacity Box Cars 301
Roofing, Canvas 437
Seats, Scarritt 355
Seal* 168
Shops at Angus for Repair of Steel
Cars, Canadian Pacific Ry.* 251
Spring Swinging Link, How to
Forge* 527
Springs for Railway Equipment*. . . .245
Standardization of Freightt 2, 212
Statistics of the Department, N. Y. C.
& H. R 195
Steel, Finish oft 172
Steel, Insulation oft 171
Steel, Special Machine for Building*. 155
Stock, Thirty-ton, C. P. R.* 555
Structural Steel Trucks, Canadian
Pacfie By.* 109
Supply, Conservation of Our 194
Tank 293
RAILWAY MASTER MECHANIC
Trucks* 294 Conservation of Natural Resources Electric Arc Welding 558
U. S. Safety Appliance Standard 553
Wheels* 283
Wheels, Cast Iron, Stresses in the
Plates of* 157
Cartoons 25, 62, 397, 472, 550, 563
Case Hardening 418
Cash Investment of the Railways Dur-
ing Six Years 362
Through Railway Electrification. . . 50 Electric Center Grinder* 436
Conservation of Our Car Supply 194 Electric Drag, Portable* 127
Consolidation Locomotives, Grand
Trunk Ry.* 17
Consolidation Locomotives, Western
Maryland Ry.* 393
Control of Railways, State or Federal t. 275
Convention Reports (See Associations).
Conventions for Julyt 275
Cast Iron Wheels, Stresses in the Plates
-» 157 Conventions, Mechanical, for 1914, Work
Castings, Weight and Shrinkage of.. ..237
Center Drilling Machine* 392
Center Grinder, Electric* 436
Central New York Southern R. R., Gas-
oline Motor Car for* 351
Center Plate Oilert 87
Center Plate Oiler* 112
■"Centipede" Locomotive, Erie R. R. ..196
of Each 161
Correspondence —
Autogenous Welding 496
Electric Headlights 518
Electric Lantern* 436
Electric Locomotives —
Adaptability of in Switching Serv-
ice* 255
Equipment Design* 69
Gait, Preston & Hespler Ry.* 47
McKeen Switching* 552
Oakland, Antioch & Eastern Ry.* 143
Electric Motors in Railway Shops, Use
of 308
Pop-Valve Abuse 133 Electric Plug and Receptable* 83
Shop Hose 496 Electrical Engineers' Association, Rail-
Valve Gear Device 405
way, Report of 524
Water Treatment 216 Electrification —
Coupler and Draft Equipment* 287
Coupler Tests, University of Illinois. .155
Central of Georgia Ry., Welding on the.521 Couplings, Air Hose, Testing* 221
Couplings, Flange and Screw, for In-
jectors* 306
Centralized Control System, Panama
Canal Locks* 29
Central of Georgia Ry., Macon Tool
Room of the* 363
Oentral R. R. of New Jersey, Communi-
paw Terminal* 388
Central Railway Club, September Meet-
ing 500 Cylinder Lubrication, Locomotivet . .
Butte, Anaconda & Pacific Ry.* 113
Conservation of Natural Resources
Through 50
Emergency Hydraulic Jack* 565
Encourage the General Foremant 131
Change in Attitude, At 1
Chemistry of Combustion 469
Check Valve, Rotary, for Locomotives*.271
Chesapeake & Ohio Ry. — ■
Mallet Locomotives in Freight Serv-
ice on
Manufacture of Air Brake Hangers at
Clifton Forge Shops 11
Pacific Locomotive for* 537
Tire Turning Test at Clifton Forge
Shops* 60
Chicago & Western Indiana Ry., Switch-
ing Locomotives* 249
Chicago Great Western R. R., Oelwein
Tool Room* 497
Chicago Meeting, A. S. M. E 536
Chicago, Rock Island ft Pacific Ry. —
Pacific and Mountain Type Locomo-
tives* 105
Chief Interchange Car Inspectors' and
Car Foremen 's Association —
Couplings, Tank Hose* 271 Endsley Goes to Pittsburgh* 270
Cutting and Welding Devices in Rail- Engine House Efficiency ...373
road Work 9 Engineering Congress, International,
Cutting, Oxy-Acetylene 478 1915 Meeting 184
Cylinder and Valve Seat Boring Bar* . . 355 Engines, Wiring oft 494
.403 England, Ambulance Trains in* 542
England, Locomotives Built in 1913*... 48
D
Dairy Cars for the Baltimore & Ohio B.
R 528
Damage Suit, White Enamel Co. Sue
England Losing Big Railway Contracts.133
Erie R. R., Training Apprentices on
the 1
.185
Erie R. R., Triplex Locomotive for the*.196
ilmiriil 1i 210 Eur0 P ean Locomotive Developments . . . 4
Evening School of Engineering 484
Exceptional Employe, The 193
Executive, Two Kinds of 233
Damage to Freight Car Equipment by
Unloading Machines 297
Dangers of Motor Carst 533
. . ,Qjj Exhibitors and Exhibits at the Atlantic
Delaware, Lackawanna & Western R.
R., Pacific Locomotives* 479
Denver & Rio Grande R. R., Balanced
Fire Door* 59
City Convention* 333
Exhibitors at the M. M. and M. C. B.
Conventions, List of 163
Exhibits, The Junet 172
m "," "» R , Exploitation of New Devices, Failures
Derailments, Tender* 61 r . '
Design and Adjustment of Walschaert 1D e •*" •**'** '"' J*
* n * 223 Ex P 0Sltl0n > Steam Railway at the 556
' V 434 Eye Protectors Improved* 207
Eye Protectors, Non-Strain* 83
Device for Bending Iron
Device for Testing Bell Ringers* 268
Dies for Bolt Header* 422
, Dies, Special, for Cold Work 387 p
Annual Convention, Report of* 439 ^. .. . .. — T „ .. „ ,-,„>* co-
_ n . ' ,t .„„ Distribution Box, Locomotive Cab* 56o ...■*., -a. ^ „„ *
Executive Committee Meeting 122 -. ., . ', To 1 * 385 Failures in tne Exploitation of New De-
History of 301 _ 18 n _ U _ ° ' "' fi vicest
Door Troubles, Car 8
Draft and Coupler Equipment* 287
, Drag, Portable Electric* 127 .
154 _ "' T . . TT ... » -- Feeding Locomotive Boilers, Pumps and
Drawbars, Locomotive, Upsetting* 77 f ' r
„Qg Injectors for. . .
Ferry, Car, N. T. Ry
History
List of Members 450
Chrome- Vanadium Steel Tires, Heat-
Treated'
Chuck Drill, Wahlstrom Automatic* 206
Classification Yard Lighting* 513
Drill Chuck, Wahlstrom Automatic*
Drill, Horizontal Multiple* 25
Club Membership, Railway t 212 DriU) Mud . Ring and Flue -Sheet 81
Coal Cars, Seventy-ton* 243 Driyi Wheel T - G for * 162
Coal, Powdered* 211 D Foreines 416 Fire De P artment > Sho P
Coal Sprinkler, Hancock' 167 u * icati * * ack ' ^ ^^[ [" " "fcO Eire Door, Balanced, D. & R. G. R. R.* 59
- - ■ - Fire Fighting on the Baltimore & Ohio
171
Federal or State Control of Railwayst.275
Feed Waters, Boiler 429
396
563
Finish of Steel Coachest 172
Firebox, Large Sectional* 49
.353
Coal Sprinkler, Nathan* 206
Coal Sprinkler, Wiltbonco* 357
Coal Sprinkling, Safety Squirt for* 272
Communipaw Terminal, Central R. R. of
E
R. R 404
Flange and Screw Couplings for Inject-
Eccentrics, Gauge for Setting* 71 ors*
.306
New Jersey* 388 Economics, Railway, in the United Flange Oiling 460
Compensation of Labor on British and States and New South Wales 276 Flue-Sheet and Mud-Ring Drill* 81
American Railways 43 Educational Bureau, Railway 481 Flue-sheets, Back, Duplicating* 540
Compressor, Cross-Compound, Two- Efficiencies of Pneumatic Tools 473 Flues, Superheater, Welding Machine
Stage* 35 Efficiency, Fuel 260 for* 157*
10JS40
RAILWAY MASTER MECHANIC
Flush Car Door, Allen's*. 183
Forge, Hardening Steel in a 522
Forging Front End Braces 483
Forgings. Drop 416
Formers* 415
Formers, Machinet 2
Formers, Machine, for Locomotive and
Car Parts* 5
Frame Making and Repairing 417
Frame Planer, Locomotive* 400
Freight Car Equipment, Damage to by
Unloading Machines 297
Freight Car Patent, A 401
Freight Car Question, The. 63
Freight Cars, Standardization oft... 2, 212
Freight Service, Mallet Locomotives in. 545
Freight Train Handling 55
French Locomotive Improvements 203
Front End Braces, Forging 483
Fuel Association (See Railway Fuel Assn.)
Fuel, Burning Oil for 488
Fuel Economy 214, 327
Fuel Economy and Better Machinery. .460
Fuel Efficiency 260
Fuel, Powdered, The Use of 455
Fuel Tests, Canadian Northern Ry 24
Fund, A General Car Repair 536
Fundamental of Apprentice Instruction. 231
Furnace, Brass* 395
G
Gait, Preston & Hespler Ry., Electric
Locomotives for* 47
Galvanized Steel Wire Hose Bands*. 83, 355
Gas-Electric Motor Cars, Hlinois Cen-
tral R. R.* 491
Gas-Electric Motor Cars, St. Louis South-
western Ry.* 414
Gas-Electric Motor Cars, S. P. & S. Ry.*525
Gasoline Motor Car, Central New York
& Southern* 351
Gauge for Setting Eccentrics* 71
Gauges, Pressure, Repair of* 127
Gauging Lift of Air Pump Valve* 144
General Car Fepair Fund 536
General Foremen's Association —
Date of 1914 Convention and An-
nouncement 3
Encourage thet 131
Report of 1914 Convention 373
Subjects for 1914 Convention 73
George "Westinghouset 131
George Westinghouse (Biography)*. . .149
Goggles, improved* 207
Goggles, non-strain* 83
Grab-Iron Socket "Washers* 83
Grand Trunk Ry. —
Cars, Hopper and Box* 26
Mikado and Consolidation Locomo-
tives for*... 17
"Safety First" on the 75,133
Grinder, Automatic Reamer* 413
Grinder, Electric Center* 436
Grinder, Knife* 126
Grip Xuts on Knuckle Pins* 37
Grinding, Tool Room 384
Grinding Wheel Saf ety t 454
Grinding Wheels, Safety Applied to*.. 475
Gregory Smoke Consumer* 461
H
Hack Saw, High Speed* 82
Hancock Coal Sprinkler* 167
Handling Material at American Loco-
motive Co. Boiler Shop* 557
Handling Metallic Packing in Round-
houses 406
Handling Scrapt 212
Hardening Steel in a Forge 522
Hauck Kerosene Torch* 531
He Took Chances and Chances Took
Him (Poem) 413
Headlight Standardization, Canadian
Northern Ry.* 427
Headlight Testst 276
Headlights, Electric 518
Headlights, Locomotive 309
Heat Treated Chrome-Vanadium Tires*. 154
Heat Treatment* 418
Heater, Steam-Water* 128
Heavy Service Shaper* 271
High Speed Locomotives, Electric*. .. .143
High Speed Steel 415
History of Railroading 151
Hopper Cars, Grand Trunk Ry.* 26
Hopper Cars, Wrench for* 17
Horizontal Multiple Drill* 24
Hose Bands, Galvanized Steel* 83, 355
Hose Couplings, Tank* 271
Hose Couplings, Testing* 221
Hose Protector* 401
Hot Boxes 261
How to Use the Technical Journal 526
Hump Yard, Mallets for Service in*.. 235
Hunt Nut Lock* 208
Hydraulic Jack, Emergency* 565
Hydraulic Rivet Shear* 244
I
Illinois Central R. R —
Gas-Electric Car for* 491
Nonconnah Terminal* 424
Planer Installation at Burnside* 80
Tool Room at Burnside Shop* 91
Improper Loading of Box Cars 181
Improved Eye Protectors* 207
Improvements in French Locomotives. 203
Increased Cost of Maintenance of Cars
and Locomotives 173
Increasing Shop Output 62
India, As She Sees Us 483
Individual Motor Drive for Machine
Toolst 131
Industrial Railwayst 42
Injectors and Pumps for Feeding Loco-
motive Boilers 396
Injectors, Flange and Screw Couplings,
Dimensions for* .306
Inspection Report, Boilert 534
Instructions for Valve Setting, C.
X. R.* 182
Insulation of Steel Carst 171
Interchange of Cars 514
Interchange of Cars, Revision of Rules
of 283
Interchange Rule 120t 404
Interline Loading of Commodities 293
International Correspondence School
Lessons ...... Ill, 196
International Engineering Congress
i9i5 ; 184
International Railroad Master Black-
smiths' Assn. (See Master Black-
smiths' Assn.)
International Railway Fuel Assn. (See
Railway Fuel Assn.)
International Railway General Fore-
men's Assn. (See General Fore-
men's Assn.)
Interstate Commerce Commission t . . . .361
Iron and Steel, Properties, Treatment
and Selection of* 505
Iron and Steel, Zinc Coating as a Rust
Preventive 12
Issuing Instructions to Subordinates. .482
J
Jack, Emergency Hydraulic* 565
Jack the Time Killer (Poem) 528
Jacks, Journal, Tests of* 233
Jacobs-Shupert Firebox, Largest Built* 49
Joint Car Shopst 533
Joint Car Shops 549
Jones ' Waste Cleaner* 141
Journal Bearings 1 271
Journal Box Packing Guard* 167
Journal Jacks, Tests of* 233
Journal Packing and Lubrication 220
Journal, The Technical, How to Use... 526
July Conventions! 275
June Exhibits, Thet 172
Just Keep On K,eepin > On (Poem) 90
K
Keeping On the Subjeett 42
Kennedy Tool Kits* 437
Kerosene Blow Torch* 436
Kerosene Torch, Hauck* 531
Knife Grinder* 126
L
Labor and Material, Prices for 286
Labor, Compensation of on British and
American Railways 43
Laboratory and Road Tests, Method of
Conducting 321
Lagging Boilers, Method of* 66
Lake Shore & Michigan Southern Ry. —
Air Line Jet. Terminal .145
Mallet Locomotive* 235
Lantern, Electric* 436
Lathe Dog, Safety* 566
Lathe Screw Cutting Indicator* 433
Lennox Serpentine Shear* 128
Lesson of the Shops (Poem)* 278
Let Us Smile (Poem) 512
Leverage Applied to a Firedoor* 59
Library, A Railway 472
Lifting Device, Vacuum* 221
Light and Aecidentst 534
Lighting, Classification Yard* 513
Lighting of Trains* 292
Loading of Box Cars, Improper 181
Loading of Carst 2
Loading of Commodities, Interline. .. .292
Loading Rules* 290
Locomotive —
Ash Pan Construction* 487
Boiler Inspection* 13
Boilers. Maintenance and Care of... 511
RAILWAY MASTER MECHANIC
Boiler Tubes* 272
Bri.:k Arch, a New* 356
Cheek Valve, Kotary* 271
Consolidation for the Western Mary-
land Ry.* 393
Construction, Alloys and Heat-treated
Steel in 317
Cylinder Lubrication t 403
Developments in Europe 4
Distribution Box* 565
Drawbars, Upsetting* 77
Electric (See Electric Locomotives) . .
English, in 1913* 48
Frame Making and Repairing 417
Frame Planer* 400
Fuel Economy 327
Fuel Tests, Canadian Northern Ry. . . 24
Gauge for Setting Eccentrics* 71
Headlight Testst 276
Headlights 309
Improvements in France 203
Knuckle Pins, Grip Nuts on* 37
Machine Formers for Locomotive
Parts* 5
Maintenance, Increased Cost of 173
Mallets for Hump Yard Service, L. S.
& M. S. Ry* 235
Mallets, in Freight Service 545
Maximum Efficiency at Lowest Cost. 466
McKeen Switching* 552
Mikado and Consolidation, Grand
Trunk Ry* 17
Of Today 523
Pacific and Mikado Types, Pennsyl-
vania R. R.* 351
Pacific and Mountain, C, R. I. & P.
Ry* 105
Pacific Type, Chesapeake & Ohio Ry* . 537
Pacific Type, Delaware, Lackawanna
& Western R. R.*. 479
Piston Puller* 267
Practice, Brick Arch in 142
Pumping of, Proper Methods 239
Pumps and Injectors for Feeding Boil-
ers 396
Pyrometer for Superheaterst 88
Pyrometer for Superheaters* 119
Running Repairs, Present-day 191
Springs for Railway Equipment*. . .245
Staybolt Breakage, Theoretical Dis-
cussion on* 519
Stoker, The 500
Stokers 303
Superheater 316
Superheater, Capacity of 229
Switching, C. & W. I. Ry* 249
Tail Bar Cross Braces, Method of
Applying* 392
Tender Derailments* 61
Testing Bell Ringers, Device for*... 268
Tests in Servicet 41
Tests Method of Conducting 321
Tire Heater, Monarch* 565
Trailing Trucks, Water Cooling De-
vice for* 156
Triplex, Erie R. R.* . 196
Tubes, Modern, 543
Valve Setting, Instructions for, C.
N. R.* 182
Water, Purification of* 175
Wheel Sliding 74
Valve Gear Design t 211
Valve Gear Design and Adjustment*. 223
Valve Gear Device* 368
Valve Seat and Cylinder Boring Bar*.355
Low Water, An Unusual Case of* 504
Loyalty 89, 201
Lubricating and Packing Car Journals. 220
Lubrication, Locomotive Cylinder t 403
Lunch Car, Pennsylvania R. R 75
M
Machine Formerst 2
Machine Formers for Locomotive and
Car Parts* 5
Machine Repairs 384
Machine Tool Capacity t 534
Machine Tools, Individual Motor Drive
fort 131
Machinist, A Threshing Machine 222
Macon, Ga., Tool Room of Central of
Georgia Ry.* 363
Magraw, William E.* 535
Mail Pay, Railway 173, 422
Maintenance and Care of Locomotive
Boilers 511
Maintenance of Cars and Locomotives,
Increased Cost of '. 173
Making Car Men Efficient by Vocational
Instruction 76
Making Good 219
Making Mechanicst 132
Making Mechanics on the Santa Fe*. . .135
Malleable Castings, Mending of 511
Mallet Locomotives for Freight Service. 545
Mallets for Hump Yard Service, L. S.
& M. S. Ry* 235
Man Ahead, The (Poem) 434
Man Failure (Poem) 73
Manufacture of Air Brake Hangers* ... 11
Master Blacksmiths' Convention t 403
Master Blacksmiths' Convention* 415
Master Boiler Makers' Assn., Conven-
tion Report 258
Master Car and Locomotive Painters'
Assn., Convention Report 474
M. C. B. Billing Department 134
Master Car Builders' Assn., Convention
Report* .279
Master Mechanics' Assn. (See Ameri-
can Railway Master Mechanics'
Assn.)
Material to Wear Out but None to Rust
out 455
Materials, Specifications and Tests for. 297
Maximum Efficiency of Locomotives. . .466
May Meetings (Convention Reports). . .257
McKeen Motor Cars, Sunset-Central
Lines* 98
McKeen Switching Locomotive* . .552
Mechanical Conventions for 1914, Papers
to be Delivered 161
Mechanical Engineers Meet in Paris.. 362
Mechanical Officials, Statistics fort.... 43
Mechanical Officials, Statistics for*. .. . 45
Mechanical Stokers, Advantages of.... 465
Membership of the Various Railway
Mechanical Associations .204
Membership in Railway Clubst ...... .212
Metal Band Saw* .436
Metallic Packing '.'. 174
Metallic Packing, Handling It in
Roundhouses 406
Metals, Bearing 471
Method of Lagging Boilers* 66
Mispronouncing Santa Fe ;.483
Mikado Locomotives, Grand Trunk Ry.*. 17
Mix-up, A 142
Modern Car Repair Shop (Requirements
of)* . : 67
Modern Tube for Locomotive Service.. 543
Monarch Tire Heater* .565
Motor Car —
Dangers oft ,....533
Gasoline, for Central New York
Southern* 351
Gas-electric for St. Louis Southwest-
ern Ry.* ....... ...414
Gas-electric for S, P. & S. Ry,* 525
Hall-Scott* '..' ,'.". 36
McKeen for Sunset-Central Lines*.. 98
Motor Drive for Machine Tools t 131
Motors, Electric, Use of in Railway
Shops 308
Motors, Shopt 494
Mountain Type Locomotives, C, R. I,
&P. Ry.* .....105
Mud-ring and Flue-Sheet Drill*. . 81
N
Nathan Coal Sprinkler* : . . v'.'l .206
National Council for Industrial Safety,
Annual Meeting ; . .512
National Transcontinental Ry. —
Car Ferry* ...563
Leonard Shops* . . . . '. 19
New Books. .77, 126, 268, 350, 399, 434,
489, 529, 563
New Devices, Failures in the Exploita-
tion oft .171
New Literature.. 84, 129, 168, 208, 273,
357, 401, 438, 492, 531, 566
New York Central & Hudson River R.
R., Car Department Statistics 195
New York Central Lines, Safety Exhibit
Car* .121
New York Railroad Club, March 1914
Meeting 150
Niagara Frontier Car Men's Assn., Or-
ganization of 150
Nonconnah Terminal, Illinois Central
R. R.* ....424
Norfolk & Western Ry., Superheater and
Brick Arch Tests On. 329
Novel Suggestion for Supervision 495
Nut Lock, Hunt* 208
Oakland, Antioch & Eastern Ry., Elec-
tric Locomotives* 143
Obituary . .35, 40, 80, 86, 130, 167, 274,
355, 400, 491, 529, 532, 535, 566
Oelwein Tool Room, Chicago Great
Western R. R.* '. .497
Officers of the, Railway Equipment Mfrs.
ASSI1. ■••»••• .v?'.i •■•'••••••••••••■ .'4J.<>
Officers of the Traveling Engineers
Assn.* 412
Oil Burner for Shop Use* 414
Oil for Fuel, Burning .488
On the Job \\..: :<..... 84
RAILWAY MASTER MECHANIC
Oregon Short Line, Shops at Pocatello,
Ida.* 241
Overhead Inspection of Box Cars 292
Oxy-acetylene Welding on the St. Louis
& San Francisco* 457
Oxy-acetylene Welding and Catting. . . .478
Pacific and Mikado Locomotives tor the
Pennsylvania* 351
Pacific Locomotives, Chesapeake & Ohio
Ry* 537
Pacific Locomotives, C, R. I. & P. Ry.*.105
Pacific Locomotives, Delaware, Lacka-
wanna & Western R. R.* 479
Packing Hot Superheaters 302
Packing Guard, Journal Box*. 167
Packing, Metallic 174
Packing, Metallic, Handling it in Round-
houses* 406
Panama Canal Locks, Centralized Con-
trol System* 29
Panama Canal, Pacific Shops of the... 195
Panama-Pacific Exposition, Railway
System 213
Past and Present Railroading 151
Patent Laws of Our Country t 212
Peffers Hose Protector* ' 401
Pennsylvania R. R. —
All-steel Box Cars* 369
Lunch Car ~ r >
Pacific and Mikado Locomotives for*. 351
Shops, Safety in "
Personals* . .33, 79, 125, 165, 205, 269,
354, 399, 434, 489, 528, 564
Phonetic Spelling, Railroad 142
Piston Puller* 267
Planer, Locomotive Frame* 400
Planer Installation, Burnside Shops,
L C. R. B.* 80
Plug and Receptacle* 83
Pneumatic Tool Efficiencies 473
Portable Riveting Stake* 554
Positions and Agencies 130
Postoffioe, The First Railway 426
Powdered Coalt 211
Powdered Fuel, The Use of 455
Present-day Running Repairs 191
Pressure Gauges, Repair of* 127
Prevention of Black Smoke 463
Prevention of Smoket 493
Prices for Labor and Material 286
Progressive Tool Room, A* 91
Properties, Treatment and Selection of
Iron and Steel* 505
Proper Method of Packing and Lubri-
cating Journals 220
Publicityt 494
Pumping Locomotives 239
Pumps and Injectors for Feeding Loco-
motive Boilers .' 396
Punch Press, Vacuum Lifting Device
for* 221
Purification of Water for Locomotives*. 175
Pyrometer for Superheaters t 88
Pyrometer for Superheaters* 118
R
Railroad Phonetic Spelling 142
Railroad Situation, The 540
Railway Business Assn., 1913 Meeting. . 12
Railway Economics in the United States
and New South Wales 276
Railway Educational Bureau 481
Railway Electrical Engineers Conven-
tion Report 524
Railway Equipment Mfrs. Assn., Officers
of* 413
Railway Exchange, The 362
Railway Fuel Assn., Convention Report. 257
Railway Lessons, for March, I. C. S.. . .196
Railway Library, A 472
Railway Mail Pay 173, 422
Railway Officer, to thet 453
Railway Postoffice, The First 426
Railway Rate Case, The 454
Railway Shop, Raising the Standard of
Efficiency in the 90
Railway Storekeepers Assn., Convention
Report 259
Railway Supply Exhibit in New Quar-
ters* 170
Railway Supply Manufacturers' Assn.,
Annual Meeting 331
Railway Supply Manufactured 453
Raising the Standard of Efficiency in a
Railway Shop 90
Rate Case, The Railway 454
Reamer Grinder, Automatic* 413
Reamer for Truing Up Air Pump Stop
Bosses* 104
Reamers, Standardization of 383
Reclaiming of Material* 217
Relation Between Supply Department
and Other Departments 213
Relic of Other Days (Box Car)* 247
Reopening of the Southern Hotel*. .. .170
Repair Fund, A General Car Repair... 536
Repair of Pressure Gauges* 127
Repair Shops, Jointt 533
Repair Shops, Joint 549
Repair Statistics, Cart 1
Repair Statistics, Car* 21
Repairing and Applying Superheater
Units* 121
Repairing Boiler Tubes 432
Replacing the Vacuum 59
Retirement of 40,000 and 50,000 Pounds
Capacity Box Cars 301
Revision of M. C. B. Standards and Rec-
ommended Practice 279
Revision of M. M. Standards and Rec-
ommended Practice 307
Revision of Rules of Interchange 283
Revision of Train Brake and Signal In-
structions 322
Rivet Shear, Hydraulic* 244
Riveting Stake, Portable* 554
Road Tests, Method of Conducting 321
Roofing, Canvas Car 437
Rotary Air Compressor* 530
Rotary Cheek Valve for Locomotives*. 271
Roundhouse and Fuel Economy 214
Roundhouses, Handling Metallic Pack-
ing in 406
Rule 120* 404
Rules of Interchange, Revision of 283
Running Repairs 191
Rust Preventive for Iron or Steel, Zinc
as a 12
Safety Appliance, Standard, U. S 553
Safety Appliances 290
Safety Applied to Grinding Wheels*. . .475
"Safety Firsts-
Exhibit Car, New York Central
Lines* 120
Grand Trunk Work 75, 133
Grinding Wheel Safety* 454
Oil Burner* 414
Pennsylvania Shops 77
Safeguarding Railroad Shops 201
Safety First Button 486
Specializing on 456
Safety Lathe Dog* 566
Safety Squirt for Coal Sprinkling* 272
St. Louis & San Francisco R. R., Oxy-
actylene Welding on the* 457
St. Louis Southwestern Ry., Gas-elec-
tric Motor Cars for* 414
Sand (Poem) 406
Santa Fe, Mispronouncing 483
Saw, High-Speed Hack* 82
Saw, Metal Band* 436
Scarritt Car Seats 355
Scrap, The Handling oft 212
Scrap Handling Plant at West Spring-
field, B. & A. R. R.* 547
Scrap Material, The Reclaiming of*... 217
Screw Cutting Indicator for Lathes*.. 433
Seal, Car* 168
Searchlight Gas for Shop Work 207
Sectional Firebox, Large* 49
Sellers Safety Squirt for Coal Sprink-
ling* 272
Selling Side, The*. .38, 85, 129, 168, 209,
273, 358, 401, 438, 492, 531, 566
Seventy-ton Coal Cars* 243
Shaper Attachment* 204
Shaper, Heavy Service* 271
Shear Blade Economy* 372
Shear Lennox Serpentine* 128
Shear, Rivet, Hydraulic* 244
Shocked the Superintendent 461
Shop, A Well Lighted* 491
Shop Fire Department, The 353
Shop Kinks —
Air Brake Cylinder Head Holder*... 47
Air Hoist for Wheels* 240
Air Hose Couplings, Method of Test-
ing* 221
Air Pumps, Device for Handling* ... 21
Back Flue Sheets, Duplicating* 540
Bending Iron, Device for* 434
BlacksmithB* 419
Brass Furnace* 395
Canadian Northern Ry. (Vari-
ous)* 65, 485
Center Drilling Machine* 392
Center Plate Oiler* 112
Flue Welding Machine for Superheat-
ers* 157
Forging Front End Braces 483
Gauge for Driving Wheel Tires* 162
Gauging Lift of Air Pump Valve* . . . 144
Handling Boiler Shop Material*. .. .557
Horizontal Multiple Drill* 25
Malleable Castings, Mending of 511
Oil Burner. X. Y. C. & H. R, R. R.*. .414
RAILWAY MASTER MECHANIC
Piston Puller* 267
Keamer Grinder, Automatic* 413
Reamer for Truing Up Air Pump Stop
Bosses* 104
Repairing and Applying Superheater
Units* 121
Rivet Shear, Hydraulic* 244
Riveting Stake, Portable* 554
Screw Cutting Indicator for Lathes*. 433
Shaper Attachment* 204
Shear Blade Economy* 372
Spring Swinging Link, Method for
Forging* 527
Stud Wrench* 516
Tail Bar Cross Braces, Method of
Applying* 392
Test Pump, Hydrostatic* 163
Testing Bell Ringers, Device for* .... 268
Tool Wagon for Thermit Work* 70
Upsetting Locomotive Drawbars*.... 77
Vacuum Lifting Device for Punch
Press* 221
Waste Cleaner* 141
Wrench for Hopper Cars* 17
Shop Man, A Traveling 481
Shop Motorst 494
Shop Output, Increasing 62
Shop Tools, Distribution of 385
Shops, Lesson of the (Poem)* 278
Shops, New (Description of) —
Canadian Pacific R. R., Steel Gar, at
Angus* 251
Illinois Central R. R., Nonconnah Ter-
minal* 424
Lake Shore & Michigan Southern Ry.,
Air Line Junction* 145
Modern Car Repair (General Require-
ments) * 67
National Transcontinental Ry. at
Quebec (Leonard Shops)* 19
Oregon Short Line at Pocatello, Ida.*241
Panama Canal, Pacific Shops of the . . 195
Shops, Railroad, Safeguarding of 201
Shops, Railway, Welding int 359
Shops, Use of Electric Motors in Rail-
way 308
Sincerity 230
Situation in Brief 89, 399, 549
Sit Tight! Don't Rock the Boat 486
Smoke Consumer, Gregory* 461
Smoke Prevention* 320
Smoke Preventiont 493
Socket Washer for Grab Irons* 83
Southern Hotel, Reopening of* 170
Spacing Collar, Adjustable* 82
Special Dies for Cold Work 387
Special Tools* 386
Special Train for Atlantic City Conven-
tions 172
Specializing on ' ' Safety First " 456
Specifications and Tests for Materials. . 297
Speed Recorders 469
Spokane, Portland & Seattle Ry., Gas-
Electric Motor Cars for* 525
Spring Making and Repairing 416
Spring Swinging Link* 527
Springs for Railway Equipment* 245
Standardization of Freight Carst...2, 212
Standardization of Headlights, Cana-
dian Northern Ry.* 427
Standardization of Reamers 383
Standardization of Tinware* 313
State or Federal Control of Railways t .275
Statisticst 359
Statistics, Car Department, N. Y. C. &
H. R. R. R 195
Statistics for Mechanical Officialst .... 43
Statistics for Mechanical Officials* 45
Staybolt Breakage, Theoretical Discus-
sion on* 519
Steam Locomotives of Today 523
Steam Railway at the Exposition 556
Steam-Water Heater* 128
Steel, Alloyed for Tools 208
Steel and Iron, Properties, Treatment
and Selection of* 505
Steel-Car Building, Special Machine
for* . 155
Steel Car Shop at Angus, Canadian Pa-
cific Ry 251
Steel Cars, Insulation oft 171
Steel Coach Finisht 172
Steel Freight Car Patent 401
Steel Hardening in a Forge 522
Steel, Heat-Treated, in Locomotive Con-
struction 317
Steel, High-Speed 415
Steel Passenger Coaches, Canadian Pa-
cific R. R.* 199
Stock Cars, Thirty-ton, C. P. R.* 555
Stokers, Advantages of 465
Stokers, Locomotive 303
Stoker, The Locomotive 500
Stop Bosses on Air Pumps, Reamer for
Truing Up* 104
Storekeepers Assn. (See Railway Store-
keepers' Assn.).
Stores, Department Relation to Other
Departments 213
Stresses in Plates of Cast-Iron Wheels*.157
Structural Steel Trucks, Can.-Pac. Ry.*.109
Stud Wrench* 516
Subjects for 1915 Convention of A. R.
M. M. Assn 319
Sunset-Central Lines, McKeen Motor
Car for* 98
Superheater and Brick Arch Tests, N.
& W. Ry 329
Superheater Flue Welding Machine*. . .157
Superheaters, Hot, The Packing of 302
Superheater Locomotives, Capacity of.. 229
Superheater Locomotives 316
Superheaters, Pyrometers fort 88
Superheaters, Pyrometers for* 118
Supervision, A Novel Suggestion for. . .495
Superheater Units, Repairing and Ap-
plying* 121
Supply Department, Relation to Other
Departments 213
Supply Exhibit, Permanent Railway in
New Quarters* 170
Switching Locomotives, C. & W. I. Ry.*249
Switching Locomotive, McKeen Elec-
tric* 552
Switching Service, Adaptability of the
Electric Locomotive to* 255
T
Tail Bar Cross Braces, Method of Ap-
plying* 392
Tank Cars* 293
Tank Hose Coupling 271
Technical Journal, How to Use the... 526
Telephone Service 426
Tender Derailments* 61
Terminals (See also "Shops, New, De-
scriptions of) —
Central R. R. of New Jersey at Com-
munipaw* 388
Hlinois Central R. R. at Nonconnah
(Memphis)* 424
Test Pump, Hydrostatic* 163
Testing Air Hose Couplings* 221
Testing Bell Ringers, Device for* 268
Tests and Specifications for Materials. .297
Tests, Brake Performance t 88
Tests, Brake Performance* 99
Tests, Car Coupler, University of Illi-
nois 155
Tests, Headlightt 276
Tests of Journal Jacks* 233
Tests, Locomotive, in Servicet 41
Tests, Locomotive, Method of Conduct-
ing 321
Thermit Work, Tool Wagon for* 70
Theoretical Discussion on Staybolt
Breakage* 519
Thirty-ton Stock Cars, C. P. R.* 555
Threshing Machine Machinist 222
Thurman Car Cleaner* 35
Tinware, Standardization of* 313
Tire Heater, Monarch* 565
Tire Turning Tests, C. & O. Ry.* 60
Tires, Driving Wheel, Gauge for* 162
Tires, Heat-Treated, Chrome - Vanad-
ium* 154
Tool Foremen's Association —
Announcement of Convention Topics.203
Convention Report* 383
Tool Kits, Kennedy* 437
Tool Room Grinding 384
Tool Room Methods at Angus Shops,
Canadian Pacific Ry.t* 404, 407
Tool Room Methods at Burnside Shops,
Illinois Central R. R.* 91
Tool Room Methods at Macon Shops,
Central of Georgia Ry.* 363
Tool Room Methods at Oelwein Shops,
Chicago Great Western R. R.* 497
Tool Room Workt 87
Tool Wagon for Thermit Work* 70
Tools, Alloyed Steel for 208
Tools and Formers* 415
Tools, Special* 386
Torch, Hauck Kerosene* 531
Tractor Trucks, Butte, Anaconda & Pa-
cific Ry.* 382
Trailing Truck, The Austin* 331
Trailing Trucks, Water Cooling Device
for* .156
Train Brake and Signal Equipment 280
Train Brake and Signal Instructions,
Revision of 322
Train Handlingt 41
Train Handling, Freight 55
Train Lighting* 292
Train Resistance and Tonnage Rating. 325
Training Apprentices on the Canadian
Pacific* 263
Training Apprentices on the Erie R. R.*185
RAILWAY MASTER MECHANIC
Transcontinental Ry (See National
Transcontinental Ry.).
Traveling Engineers' Assn., Officers of
the* 412
Traveling Engineers' Convention, Re-
port oft* 454, 463
Traveling Shop Man, A 481
Triplex Locomotive, Erie R. R.* 196
Trouble Man, The 496
Trucks, Car* 294
Trucks, Structural Steel, Canadian Pa-
cific Ry.* 109
Trucks, Trailing, The Austin* 331
Trucks, Trailing, Water Cooling Device
for* ....156
Trucks, Warehouse* 37
True Romance, The (Poem) 456
Tubes for Locomotive Service 543
Tubes, Locomotive Boiler* 272
Twenty Years Ago This Month
3, 43, 89, 173, 213, 277, 405, 455, 495, 535
Two Kinds of Executive 233
u
U. S. Safety Appliance Standard 553
University of Illinois, Car Coupler Tests
at 155
University of Pittsburgh, Evening
School 484
Unloading Machines, Damage to Freight
Cars by 297
Unusual Case of Low Water* 504
Use of Powdered Fuel 455
Useful Document 75
V
Vacuum Lifting Device* 221
Valve Gear Design t 211
Valve Gear Design and Adjustment*.. .223
Valves, Cylinders, Cross-Heads, Pistons
and Guides 376
Valve Gear Device* 368
Valve, Rotary Check, for Locomotives*. 271
Valve Setting, Instructions for, C. N.
R.* 182
Valve Seat and Cylinder Boring Bar*.. 355
Vanadium-Chrome Tires, Heat-Treated*154
Veterans of Westinghouse Electric Co.
Organize 97
Vocational Instruction for Making Car
Men Efficient 76
w
Wahlstrom Automatic Drill Chuck* 206
Walschaert Valve Gear Design and Ad-
justment* 223
Warehouse Trucks, All-Steel* 37
Warman's, "Cy," Last Poem 184
Waste, Cleaner, Jones* 141
Water Cooling Device for Trailing
Trucks* 156
Water for Locomotives, Purification of*175
Water Treatment and Boiler Mainten-
ance 400
Weight and Shrinkage of Castings. .. .237
Welding —
Arc Method* 207
Autogenous 378
Cutting and Welding Devices in Rail-
road Work 9
Electric Arc 558
On the Central of Georgia Ry 521
Oxy- Acetylene, and Cutting 478
in Railway Shopst 359
Oxy-Acetylene, on the St. Louis &
San Francisco* 457
Searchlight Gas for Shop Work 207
Superheater Flues, Machine for*.... 157
Wernicke-Hatcher Rotary Air Com-
pressor* 530
Well-Lighted Railroad Shop. A* 491
West Springfield Scrap Handling Plant,
B. & A. R. R.* 547
Western Maryland Ry., Consolidation
Locomotives for* 39:^
Western Railway Club, Annual Meet-
ing 260
Westinghouse Air Brake Prizes, An-
nouncement of 411
Westinghouse Electric Veterans Organ-
ize 97
Westinghouse, Georget 131
Westinghouse, George* (Biography)... 149
What the Injured Person Said 484
Wheel Sliding 74
Wheels, Air Hoist for* 240
Wheels, Car* 282
Wheels, Cast-iron, Stresses in the Plates
of* 157
Wheels, Grinding, Safety Applied to... 475
White Enamel Co., Successful in Dam-
age Suit 210
Who Caused the Wreck ft* 404, 423
Why He Kept His Job 195
Who Did This? 29
Will the Lights Be White? (Poem) 184
Wiltbonco Coal Sprinkler* 357
Wine Socket Washer for Grab Irons*.. 83
Wiping Cloths 401
Wire Hose Bands, Galvanized Steel*83, 355
Wiring Enginest 494
Work Report, A 477
Wrench for Hopper Cars* 17
Wrench, Stud* 516
Y
Yard Lighting, Classification* 513
z
Zinc, Coating as a Rust Preventive for
Iron or Steel 12
RAILWAY MASTER MECHANIC
Author's Index
A Cozad, William S. — "Training Appren- Johnson, Lacey E. — "Training Appren-
»«. r, -a- i.-r. * t, „• tices on the Erie R. R. "* 185 tiees on the Canadian Pacific"*. . .263
Abbott, C K- Device for Bending David K H .-"Pacific Shops of the Johnson, T. J.-"Bearing Metals". .. .471
Iron 434
Idams W H-"Canvas"car"Eoofin' S "437 PaDama Canal " 195 J ° neS ' Isaac ~ ' Jon es Waste Cleaner"*141
Adams, W H Canvas Lar Kootng .43/ Dayi A E .— "Macon Tool Boom, Cen- Kearney, J. E.— "Conservation of Our
Bantam, MK.-» Relations Between tral of Georgia Ry „. 363 Car gupply „ 194
Supply Department and Other De- Dickert> a L ._< < Welding on the Cen . Kendall, P. L.-" Specializing on Safe-
partments ....... 213 tral of Georgia Ey." 521 ty First" 456
Bennett, Arthur-" Forging Front-End Diebert> w C .-" Automatic Eeamer Kinsey, Owen D.-" A Progressive Tool
„ graces •■■ ••■■•• ;••••'" Grinder"* 413 Boom"* 91
Bentley F. W., Jr.-" Eeamer f or Tru- Diefe w _ a _„ Screw Cutti Indi . Ki A G.-"Pumping Locomo-
ing Up Air PumpStop Bosses"*... 104 cator „* 433 t - veg „ ^ ° ^
Bentley, F. W., Jr. "Safety Device Dix, L. E.—" Hydrostatic Test Pump"* 163 Kropidlowski, V. T.—" Test of Journal
? r aZ ». PS nDg o Dowd ' Albert A.-"Hardening Steel in Jacks"* 233
Boad Shipments ....... _1 & Forge" 522 Kuhn, B. F.— "Use of Electric Motors
Berg R. M.- U. S. Safety Appliance _ Dudley> g w _, , Brake Perf ormance in Eailway Shops „ 308
Standard . . . 5o3 Tests "* 99 LaBach, P. M.— "Purification of Water
Berry, Orville F.-"Past and Present Dunham> w< E ._«p re sent-Day Eun- for Locomotives"* 175
Eailroading ......... 151 Eepairs" 191 Lacerda, H. A.— "A 'Safety First'
Beyer, F. A.-' Oxy-Acetylene Weld- ^^ D j _, , The Freight Car Queg . m Burner „ , 4U
„ 1Dg _ """" *■"".'." ,'"" ,* 45 ' tion" 63 Lawson, A. B.—" Gauge for Setting Ec-
Borer, Frank J.-"Baising the Stand- E } A.-" Device for Testing Bell centrics"* 71
ard of Efficiency in a R ailway Ein gers"* 268 Lawson, A. B.-" Water Cooling Device
Shop ........... ......... 90 EUiott j A.— "Gauging Lift of Air for Trailing Trucks" 156
Borer, Frank J. — "Testing Air Hose ~ ,, , ,,* i ii T ,, v ,,,. , „ ~ . ,._ „„ D
' ttm 6 Pump Valve"* 144 Lewis, B. N. — "\alve Gear Device"*. 368
Couplings . .221 E1Uott j A _, < p iston Puller »« 267 Lucas, A. N.— ' « Portable Eiveting
Boutet, H. — "Interchange of Cars"... 514 _, , . T -,-, iia , ., , , ,,» „.
_ ', * „ ,,° .„, Endsley, Louis E. — "Stresses m the Stake"* 5o4
Brackenbury, H. L. — "Pneumatic Tool .„, . - ~, . T .„,., , ,,* •>-- T » -vt ,,-d • • -r> -i
. J \ ,, Plates of Cast-Iron Wheels"* lo/ Lucas, A. N. — "Eepaning Boiler
Efficiencies ^ . . . ....... 4(3 Freeman> Lewig D.— " Walschaert Valve Tubes" 433
' _ . _. SS1 " ° " „ Gear Design and Adjustment"*. .223 Lucore, F. M. — "A General Car Eepair
tions to Subordinates" 482 _, , m r ..„ . .-.., „ -^ , ,, _„„
„ . „ _ . ,,,_ . . _ ,, French, W. L. — "Burning Oil for Fund" 536
Brentnall, Louis — "Making Car Men ™ m aqq at a » << a tt io e
^^ .' , „ , . , T . Fuel " 488 Masters, A. A. — ' ' An Unusual Case of
Efficient by Vocational Instruc- „ , TTT T ,,-vtt, , „,.,. ,, -. , ' . ... r/ ..
.. ,, _ fi French, W. L. — "Wheel Sliding" <4 low Water"* 504
t, x „ y\'"gia'l ,'•'■■'''.',* Freuler, Daniel — "Brass Furnace"*. . .395 McManamy, Frank — "Locomotive Boil-
Brentnall, Louis — "Safeguarding Bail- _. , J:. . . ,,„, .^i. T *- i.«
' ,, 6 ° Freuler, Daniel — "Shaper Attach- er Inspection"* 13
road bhops ...... 201 ment ,« 204 Mould R B .— "Allen's Flush Car
Brentnall, Louis — "The Shop Fire De- _ , _. **«_.* t» -i ^ ,,» ,„„
' * Graburn, A. L. — "Springs for Eailway Door"* 183
par men •";•* Equipment"* 245 Murray, E. A. — "Manufacture of Air
Brewster, E .T.-< '.Repairing and Ap- ^^ R w _ ( , Tendef Derailments , ,. 61 ^ Hangers , „ n
plying superheater Units 121 Q Charles F ._<< Greg ory Smoke Nutt, G. W.— "Oelwein Tool Boom, C.
Bryan, J. ^-'Electric Arc Welding" 558 burner"* 461 G. W. E. E.* 497
Buell, D. C. — "The Fundamentals of ■ _ _.„. ,, T ou ^ . _,_, _. _, „_. .. ^ -, ,
_ ,, __., Hall, William — "Increasing Shop Out- O'Connor, W. E. — "Duplicating Back
Apprentice Instruction" 231 ao -m . L , } * kac
x> a n t <i<TUTA n t> • P ut 62 Flue Sheets"* 540
Bundy, C.L.- A Modern Car Eepair Hedemail) Walter R ._„ Ash Pan C on- Ord, L. C.-"Steel Car Shops at An-
x> + ! P -d ™ "<Yv ","■'"■"" V \r' struction"* 487 ' gus"* 251
Burnett, B. W. — "Eeclaiming of Ma- TT ., ^ , x _ ,,, r . . „ _ , ** .. _ .,_ A _, ,, n _,
' s Hedeman, Walter B— " Machine Form- Parks, O. J.— "Hot Boxes" 261
^, '*. t> ' 2JL" "/.IS." ". "V"«V"i ers for Car and Locomotive Parts"* 5 Perry, H. M. — "A Eelic of Other
Burnett, B. W. — "Structural Steel „ , T m ,,„ t^ • • i. .« n.r,
Tn/cks r P R"* 100 Hendrum > J - T.— "Gauge for Driving Days"* 247
n . b , tt <*io"* ••••••••••••• • Wheel Tires"* 162 Phelps, Frank— " Another Shoplnci-
Cain, Paul H. — "Spring Swinging _ , _ ,._ _ _ \ ' ,, r ...
'. . ^ s s 6 Herron, James H.—" Properties, Treat- dent" 484
_. .. „ "/".'.'// " "/ r ".',' V ' ", ~ ment and Selection of Iron and Phelps, Frank — "A Threshing Machine
Charlton, G. J.— "Proper Method of ___ i r ' . . & 000
p ' .f . . T Steel"* oOo Machinist" 222
. ,, 2 „ Hewitt, John — "Apprentice Efficiency" 23 Baps, J. F. — "Maintenance and Care of
. ^ '/'Wei' "^""" x« Hobson, W. P. — "Superheater Flue Locomotive Boilers" 511
Cleary, Frank — "Car Department Corre- .«..,. ,, ,. .,» **„ r, , ^m, t. -, ^ o-x
" , .. r _ n Welding Machine"* 157 Bea, Samuel— "The Eailroad Situa-
spondence" 5o0 & ,,
Collett, Eobert— "Fuel Efficiency"... .260 Hodgins, George S.— "Car Ferry, N. T. tion . . ••••••• • • • ■•••■■■.••;•■
Conrath, P. J.-"The Modern Tube for *?."• 56a Royer, L. D.-" A Brick Arch m Loco-
Locomotive Service " 543 Horn, Frank—' ' Door Troubles " 8 motive Prac « ce •■■■■ ■ • • • • • • • • • ■ -J«
Schultz, F. C. — "Joint Car Shops" 549
Converse, W. A.— "Boiler Feed Wa- Jesson, J. A.— "Brake Cylinder Head gh j S .— "The Roundhouse and
t«s" 429 Holder"* 47 ^ Economy „ 214
Cordeal, Ernest — "Statistics for Me- Jesson, J. A. — "Center Drilling Ma- Sitterly, W. H. — "Improper Loading
chanical Officials"* 45 chine"* 392 for Box Cars" 181
Corkran, Herbert— "The M. C. B. Bill- Jesson, J. A.— "Wrench for Hopper Spicer, H. C— "A Traveling Shop
ing Department" 134 Cars"* 17 Man" 481
Cosgrove, P. E. — "Method of Lagging Jesson, J. A. — "Upsetting Locomotive Spicer, H. C. — "Method ox Applying
Boilers"* 66 Drawbars"* 77 Tail Bar Cross Braces"* 392
RAILWAY MASTER MECHANIC
Spidy, E. T. — "Hydraulic Rivet Thomas, F. W. — " Making Mechanics on
Shear"* 244 the Santa Fe"* 135
Spidy, E. T.— "Shear Blade Econo- Turner, W. L— " Theoretical Discussion
my'
.372 on Staybolt Breakage"* 519
Walters, W. T. — "Air Hoist for
Stafford, B. E. D. — "Theoretical Discus- ' >)#
sion on Stavbolt Breakage"* 519 m ,^ ® el " .111' ' li'Wl'l "J"
Walsh, J. F. — "The Mallet Locomotive
Stevens, H. C-" Center Plate Oiler "M12 - n preJght Service .„ 545
Street, Clement F.— "The Locomotive Westfall, Andrew — "Better Machinery
Stoker" 500 and Fuel Economy" 460
White£ord, A. W.— ' ' Cutting and Weld-
ing Devices in Eailroad Work"... 9
Whitehouse, W. M. — "Tool Room
Methods at Angus Shops"* 407
Williams, R. G.— "Safety Applied to
Grinding Wheels "* 475
Williams, T. E.— "Oxy- Acetylene Weld-
ing and Cutting " 478
Woolford, A. — "Pumps and Injectors
for Feeding Locomotives " 396
January, 1914
RAILWAY MASTER MECHANIC
The World's Greatest Railway Mechanical Journal
Published at the World's Greatest Railway Center
Established 1878
Published by THE RAILWAY LIST COMPANY
WILLIAM E. MAGRAW, Pres. and Treas.
CHAS. S. MYERS, Vice-Pres. L. F. WILSON, V. P. & Editorial Director
C. C. ZIMMERMAN, Bug. Mgr. OWEN W. M1DDLETON, Editor
J. M. CROWE, Mgr. Central Diet. KENNETH L. VAN AUKEN, Editor
DALTON RISLEY, West. Mgr.
Office of Publication : Manhattan Building, Chicago
Telephone, Harrison 4948
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Telephone, Cortlandt 5765
Central Office: House Bldg., Pittsburgh, Pa.
Address all editorial and business communications to the Com-
pany, at Chicago.
A Monthly Railway Journal
Devoted to the interests of railway motive power, car equipment,
shops, machinery and supplies.
Communications on any topic suitable to our columns are solicited.
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receive any issue and another copy will be very gladly sent.
Entered as Second-Class Matter June 18, 1895, at the Post Office
at Chicago, Illinois, Under Act of March 3, 1879.
Vol. XXXIX Chicago, January, 1914 No. 1
CONTENTS.
Editorial —
Car Repair Statistics 1
A Change in Attitude 1
Standardization of Freight Cars 2
Machine Formers 2
Loading of Cars 2
Twenty Years Ago This Month 3
Date of General Foremen's Convention 3
European Locomotive Developments 4
Machine Formers for Locomotive and Car Parts 5
Door Troubles 8
Cutting and "Welding Devices for Railroad Work 9
Manufacture of Brake Beam Hangers 11
Why a Zinc Coating Is the Best Rust Preventative for Iron
and Steel 12
Locomotive Boiler Inspection • . 13
Wrench for Hopper Cars 17
New Locomotives, Grand Trunk Ry 17
Leonard Shops, National Transcontinental Ry 19
Safety Device for Handling Air Pumps During Road Shipments. 21
Freight Car Repairs 21
Apprentice Efficiency 23
Fuel Tests, Canadian Northern Ry 24
Horizontal Multiple Drill 25
Cars for the Grand Trunk 26
Who Did This? 29
Centralized Control System for Panama Canal Locks 29
Personals 33
Obituary 35
Among the Manufacturers —
Thurman Car Cleaner 36
Hall-Scott Motor Car 37
Grip Nuts on Knuckle Pins 38
All Steel Self- Oiling Warehouse Trucks 38
New Literature 38
The Selling Side 39
Obituary 40
Car Repair Statistics.
In an article entitled "Freight Car Kepairs," published else-
where in this issue, there are given interesting figures with regard
to repairs to freight cars on two large transcontinental systems.
On both roads the figures prove the inability of the light capacity
car to stand the service. On the first named road, 65 per cent of
the cars destroyed in 1907 were 25-ton cars or under. In 1913
but 13 per cent of the cars destroyed were 25-ton cars, but this
was due to the fact, however, that less than one per cent of the
total number of cars in 1913 were 25-ton cars, and it will be noted
in this same year that 78 per cent of all the cars destroyed were
30-ton cars, showing that the lighter capacity cars were still suf-
fering heavy damage as compared with the 9 per cent credited to
cars over 30 tons.
In these figures it is interesting to note that, although the
average capacity of cars had increased 38.83 per cent since 1907,
the average tare weight had increased only 29.81 per cent, showing
that on this road at least the contention that shippers were not
using large capacity cars efficiently, was well founded.
On the second road, the most noticeable feature is the number
of couplers pulled out and broken during the past two years. On
one division they reached a total of 600 in one month, and a large
percentage occurred on light capacity cars. Although on this road
the number of 20-ton cars equals but 3.3 per cent of its equipment,
the number of 30-ton cars amounts to 42.5 per cent of the total
equipment. In the meanwhile the percentage of 40 and 50-ton
cars has grown from 14.7 in 1909 to 54.2 in 1913.
Light capacity cars, when run in the heavy trains prevalent
today, are adding materially to the high cost of repairs. Some
roads have found it economical to equip their old wooden cars
with steel underframes, and while of course this is a remedy, it is
often a question as to whether the outlay is warranted.
A Change in Attitude.
During the past few months the newspapers, which to a large
measure reflect the feeling of the public, have shown a change in
their attitude towards railways. Quite a number of editorials
have appeared expressing the opinion that regulation had pro-
ceeded far enough for the present and that the roads' appeal for
higher freight rates should be granted. The trend of public
opinion, as indicated by these editorials, is certainly a welcome
sign to railway officials. The public is beginning to see that
national prosperity is closely allied with railway prosperity and
that when railway stocks are down it touches nearly everybody's
pocketbook.
In a Chicago paper recently, E. D. Hulbert, vice president of
the Merchants' Loan and Trust Co., and mentioned in connection
with the new Federal reserve board, expressed himself as follows
with regard to the outlook:
Conditions in some respects' are not as good now as they
were a year ago. More men are out of employment, and
the number is likely to increase before the turn comes.
Such conditions as we are passing through now are pretty
likely to search out the weak spots, and we may expect an
increase in commercial failures.
On the other hand, with the tariff and currency ques-
tions settled for some time to come, and with both the
stock market and the stocks of merchandise largely liqui-
RAILWAY MASTER MECHANIC
January, 191+
dated, we have a more solid foundation for business
operations than we have had for years, or perhaps have
ever had before.
The one thing more than any other that stands in the
way of a business revival is the condition of the railroads.
They are the largest employers of labor in the country,
and when they are forced to curtail everybody is affected.
If the railroads are permitted to make such earnings as
are absolutely essential to the growth and healthy condi-
tion of any industrial enterprise, nothing, in my judg-
ment, can prevent the rapid return of business activity
and prosperity.
While Mr. Hulbert does not paint the future in glowing terms,
his words indicate confidence in the coming year. His statements
with regard to the railroads are especially significant. They in-
dicate that those who know, realize that a complete return of
prosperity is dependent on railroad earnings.
At this time it appears that the eastern roads will be granted
a part or all of the 5 per cent increase in freight rates for which
they asked. However, the matter has been delayed because one
Louis D. Brandeis, employed by the government, has submitted a
multitudinous number of questions to the roads which it will take
some time to answer, as they call for a large amount of statistics.
Some of these questions have to do with the number of super-
heaters in service, the number of automatic stokers, and other
mechanical questions which Mr. Brandeis feels affects freight
rates.
Standardization of Freight Cars
In a copyrighted article in the September, 1913, issue of The
Monthly Official Eailuay List, E. P. Riplev, president of the
Santa Fe, has expressed himself very forcibly on the freight car
situation. This article was commented upon editorially in the
September issue of this publication and has drawn out discussion
from others interested in the problem.
F. A. Delano, president of the Monon, in discussing the ques-
tion, expresses fear that such standardization might be carried
to extremes. He, however, recognizes the need for concerted
action and illustrates by calling attention to the standard of the
Pennsylvania, the designs of which call for construction which
by far exceeds in weight that of any other system. If these de-
signs are correct, those of all other lines are far too weak. Set-
ting the highest price for an ordinary box car at $1,400 and the
lowest at $900, he feels that the most efficient car could be con-
structed by standard design, at a cost which would represent a
big saving over the highest, and not be much more expensive than
the lowest. Mr. Delano also calls attention to a fact which often
escapes those who touch upon this subject — that the present M. C.
B. rules place upon the car owner nearly all burdens of expense
incident to cheap construction. He suggests that standards should
be fixed little by little for draft rigging, sills, bolsters, etc., just
as they have been fixed for wheels, axles, journals, arch bars, etc.
F. D. Underwood, president of the Erie, gives little attention to
the question of general standardization, but calls attention to the
immediate necessity for a standard method of attaching brake
beams, a standard quality for journals and air brake hose.
Eaymond Dupuy, vice president of the Virginian, expresses him-
self as favoring complete standardization of cars by legal require-
ment, under direction of the Interstate Commerce Commission.
It would appear that Mr. Delano's point to the effect that,
since the car owner is responsible for expense of repair incident
to cheap construction, he is the only one to suffer, is not well
taken. It will be readily admitted by all familiar with the oper-
ation of long freight trains made up largely of foreign cars, that
the damage to an individual car which fails in any part is of
small importance compared with the damage which may and fre-
quently does occur to other cars in the train, and which is also-
not infrequently represented in delays and blocked traffic; the
objectionable practice of suspending brake beams from car bodies.
for instance, might result in an accident which would cost the
railway owning a car thus poorly designed only a few dollars,
while the railway operating the car at the time of the failure-
might easily be placed to the expense of thousands.
The complete standardization of freight ears would be possible
under federal requirement. It should be possible by agreement
among the railways, and the objectionable features of the enforce-
ment of such a federal law could be thus avoided. Such action by
the railways cannot be expected at once, however, and in the
meantime the Master Car Builders' Association would do well to
extend its own work in the standardization of parts as rapidly as
possible.
Machine Formers
The development of presses and bulldozers during the past
few years has greatly decreased the cost of turning out dupli-
cate parts in large numbers, and formers are constantly be-
ing designed to handle fork of this character at a considerable
saving. Therefore the article on "Machine Formers for Loco-
motive and Car Parts," published on another page, is one which
is of particular interest at this time when the motive power
-department is pressed to save every cent possible. It contains
descriptions and illustrations of seven formers for various parts,
which the author, Mr. Hedeman, states have materially reduced
the production cost of these parts. These parts include draft,
sills, cab roof gutters, hopper door supports, arch bars, hopper
car struts, tool brackets and box car corner bands.
The shop superintendent who wants to lower the cost of pro-
duction will find it profitable to consider how these formers
can be. adapted to use in his own shop. It is possible that
some of our readers are familiar with some of them or have
improved upon them. If so, we would be glad to receive descrip-
tions of them, in order that we may give our readers the benefit.
The formers shown by Mr. Hedeman are well designed and with
the increasing number of steel and steel frame cars in use, formers- i
and dies are going to play an important part in lowering costs.
Loading of Cars
One of the recent meetings of the Car Foremeu"s Association
of Chicago was devoted to a discussion of the loading of ears,
and most of the members present expressed the opinion that the
rules for loading were not being properly observed in all terri-
tories, thus working a hardship on the men in certain territories.
This contention is true, for there is considerable divergence in
the way in which rules are lived up to in different sections.
The fact that the loading rules are not lived up to can scarcely
be blamed to any extent upon the car men. however, for they are
January, 1914
RAILWAY MASTER MECHANIC
earnestly endeavoring to live up to the rules as they understand
them. The difficulty is that they are not given sufficient backing
by the higher officers and organizations in their dealings with
shippers. The shipper may or may not be familiar with the
rules. Even if he is familiar with them, he is apt to tell the
inspector that he knows how to load his own cars. In cities
where there are interchange bureaus, effective work is being done
to overcome this condition of affairs, by going direct to the
management of the various concerns and urging the necessity
of complying to the loading rules.
Many improperly loaded cars come from the small stations along
the line, where few of the agents have a proper knowledge of
the loading rules and there is opportunity for educational work
among these agents.
Another thought brought out at the above mentioned meeting
was that the safety bureaus, which are now organized on prac-
tically all roads should take a hand in enforcing the observance
of the loading rules. Many accidents and deaths have occurred
by the sudden shifting of a load and it would seem that this
would open a new field in safety work.
What is needed most is that the American Railway Association
take steps to insure the fulfilling of these rules by the shippers.
The business of the shipper, of course, is vital to the railway
and no road can afford to lose business by antagonizing its cus-
tomers. It is necessary that the rules be enforced on all roads
alike bv the action of nn association which embraces all.
A MANUFACTURER, who has been for some time past, en-
gaged in exploiting a device which, when applied to locomotives,
has been proved to result in a very considerable increase in ef-
ficiency, recently expressed himself as satisfied that the adoption
of such devices must be secured without the expectation of any
assistance from the officers of the railway mechanical departments.
On the contrary, he insists that any device which calls for con-
siderable change in locomotive design, cannot be presented with-
out incurring the absolute disfavor of such officers, generally
speaking.
This impression is one frequently gained by novices in the rail-
way field, mainly on account of the fact that they are technically
unprepared to present their devices in proper detail to technical
men and can deal only in glittering generalities with those who
will listen. Coming from a man of years of experience in the
field and one who is fully prepared to demonstrate and to back
up his statements, as the gentleman above mentioned is, his at-
titude is surprising and should be provocative of careful thought.
HERETOFORE THE reports of department heads on the re-
sults of efforts for economy were supposed to be concluded with
ihe endorsement of the executive officers of their roads. The
Interstate Commerce Commission has. however, compiled a series
of most searching questions, the answers to which will necessarily
constitute detailed and voluminous reports, which are to be used
as evidence in the investigation preliminary to the rate decision.
One of these questions calls for information as to the number
of locomotives equipped with brick arches, superheaters, me-
chanical stokers and feed-water heaters. Another question deals
with the installation of fuel-saving devices and the results there-
from generally. Those who have studied the problems touched
upon by these questions are surely excusable for wondering how
the mass of information demanded by these questions can poa
sibly be handled in such a way as to assist the commission in
reaching its decision. Who are the experts who will pass upon
the advisability or inadvisability of the past and future practice
of the railways with respect to these details? What possible
result may be attainable from this catechism other than delay of
the decision and a saddling of great additional expense upon the
railways? If the questions are answered in detail aud the reports
made public property some benefit to mechanical officers may re-
sult in information with respect to the operation of certain de-
vices which has not been voluntarily offered in the committee
work of the American Railway Master Mechanics ' Association.
The developments will certainly be interesting.
erifq^fe ais Ago This Month
(From the Files.)
The Griffen Wheel Co., Chicago, has been formed to manu-
facture car wheels. The 'incorporators are T. A. Griffin, G. C.
Willard and W. W. Evans.
The Westinghouse Air Brake Co. secures^ an injunction against
the Xew York Air Brake Co. to prevent infringement of the
former's patents. This ends a famous infringement suit which
has cost an unusually large sum of money and has kept employed
the best legal talent of the world.
The Chicago, Milwaukee & St. Paul is standing suit brought
by the Pullman Palace Car Co. to recover damages for the break-
ing of a contract regarding the use of sleeping cars.
W. R. McKeen has been elected president of the Terre Haute
Sc Indianapolis (Vandalia).
Joseph Billingham succeeds George Ott as master mechanic of
the Baltimore & Ohio shops at Garrett, Ind.
The first practical test of the water power plant at Niagara
Falls was made in Jan. 25.
The Alexander Car Replacer Co. of Scranton, Pa., has been
incorporated with Jos. Jermyn, president ; John T. Richards,
treasurer; and James Russ, secretary.
Samuel Higgins has been appointed superintendent of motive
power of the Lehigh Valley.
The Illinois Central has completed new shops at Burnside near
Chicago, 111.
The Armstrong shops of the Union Pacific at Kansas City, Kas.,
have completed a new locomotive for high speed heavy work.
The locomotive is of the American type and weighs 62 tons. It
will be used on the main line between Sidney, Neb., and Cheyenne,
Wyo., for hauling sixteen coaches on through .passenger trains.
The Chicago, Milwaukee & St. Paul is testing a process for
making wood incombustible.
The report that the Lake Shore will build new shops at Coll in -
wood has been revived. A. M. Waitt, master car builder, states
that he has been called upon periodically to furnish plans for
such a plant and that there are a dozen different designs around
his office.
The engineering laboratory at Purdue University was dedicated
January 19. It was destroyed by fire four days later.
The Atchison, Topeka & Santa Fe is considering the applica-
tion of automatic couplers to comply with the law.
DATE OF GENERAL FOREMEN'S CONVENTION.
The executive committee of the International Railway General
Foremen 's Association met at Hotel Sherman, December 9th,
1913, for the purpose of arranging for the 191-1 convention, and
for the consideration of other matters pertaining to the best
interests of the association. The secretary had received and
read very cordial letters from the business men 's associations of
numerous cities inviting the association to meet with them,
notably Xew York, and St. Louis, but after due and careful
t
RAILWAY MASTER MECHANIC
January, 1914
consideration it was decided that Chicago was the most suitable
city to meet in, 'due to its accessibility and accommodations.
Therefore the next convention will be held at Hotel Sherman, Chi-
cago, July 14-15-16-17, 1914. ,
The same plans will be followed as at last convention, the
General Foremen meeting first, followed immediately by the
Tool Foremen's convention, thus eliminating the necessity of the
exhibitors moving their exhibits until both conventions are
concluded.
The question of holding the 1915 convention at San Francisco
during the Panama Exposition was considered, but the committee
came to the conclusion that it would not be advisable to go so
far especially at that time, for several good and sufficient reasons,
so action was deferred until the next executive committee was
elected.
Several others matters were discussed and decided upon, look-
ing towards improvement in conducting the affairs of the con-
vention, both socially and otherwise, and it is expected that the
year 1914 will mark a new era in the annals of the association.
The General Foremen's Association covers an important field as
its members are the men who are in actual touch wtih the details
of shop production. An intelligent discussion of shop problems
by these men is bound to make for economy and it is to be
hoped that master mechanics and superintendents of motive power
will give their support in urging their men to attend these
conventions. Those desiring to join the association should com-
municate with William Hall, secretary, 829 West Broadway,
Winona, Minn.
EUROPEAN LOCOMOTIVE DEVELOPMENTS.
Twenty powerful locomotives, the first of which has been
delivered are being built by Robert Stephenson for service on
the Xatal section of the South African Railway system, where
there are gradients of 1 in 30 (compensated), combined with
300 ft. radius curves.
The engines have four leading wheels 2 ft. 4% in., eight
coupled wheels 4 ft. 6 in., and two trailing wheels 2 ft. 9 in.,
in diameter. The cylinders have a bore of 22 in., with a piston
stroke of 26 in., and the valve gear is of the Walschaert pattern.
The heating surface is 2,361 sq. ft., to which the tubes contribute
2,212 sq. ft. and the firebox 149 sq. ft. The superheater
(Schmidt's) surface is 503.04 sq. ft. and the grate area 36
sq. ft. At 75 per cent of the boiler pressure the tractive effort
amounts to 36,375 pounds. In running order the engines weigh
155,680 pounds. The maximum axle load is 36,176 pounds.
The tender has 400 cu. ft. of fuel space and a capacity for
4,250 gallons of water, the weight in running order being
112,784 pounds. The total length over buffers of engine and
tender combined is 66 ft. 5% in. and the total weight 323,264
pounds.
These locomotives, which are the heaviest yet constructed
by Stephenson, are for the standard South African gauge, 3 ft.
6 in. They are being constructed from the. designs of D. A.
Hendrie, chief mechanical engineer of the South African Bail-
ways, under the supervision of H. G. Humby, consulting en-
gineer to the High Commissioner for the Union of South
Africa.
The progress of superheating is continuous both in England
and on the European Continent. The latest news in England is
to the effect that Locomotive Superintendent Hughes, of the
Lancashire and Yorkshire, is now fitting several eight-coupled
engines with his own arrangement of superheating apparatus.
Mr. Mcintosh is employing the Schmidt arrangement in some
2-6-0 engines he is building for the Caledonian, the first Moguls
introduced into Scotland. The South Indian Railway is re-
sponsible for the first metre-gauge superheating locomotives
ordered for service in Hindustan.
Beference has also been made in these columns to some of
the important locomotive exhibit at the Ghent exhibition,
Belgium. Mention might be made here that the exhibit of the
Chemin de fer de I 'Est, France, is one of the most imposing.
This company has lately placed in service two tank engines with
a 2-10-2 wheel arrangement fitted with the "Mestre" super-
heater. These engines weigh 117 tons and are simple engines
with cylinders 25% in. by 26% in. This design is a develop-
ment of the previous eight-coupled class and would be regarded
by some as falling under the designation "decapod," a term
applied in the first place to engines with 2-10-0 wheel arrange-
ment.
The Belgian State Railways are showing a "Baltic" (4-6-4)
tank engine with four high pressure cylinders 16% in. by 25%
in., its weight being 113 tons. This also is equipped with a
superheater, and carries 6 tons of coal and 3,500 gallons
of water. These heavy tank engines with six-coupled wheels
and bogie "fore and aft" are becoming somewhat the fashion,
and it is rumored that Mr. Billington is moving in this direction
on the Brighton, England line.
Two very interesting engines have lately made their appear-
ance on the Northern of France. These are superheater four-
cylinder locomotives of 2-10-0 type, the one a compound on the
de Glehn-du Bousquet lines, the other a simple engine. These
are for working heavy mineral traffic over severe gradients
and are doing fine work in actual service.
There is interest in the announcement that a Swiss locomotive-
building firm has delivered to the Prussian State Railways the
first practical oil locomotive built on the Diesel system. Con-
siderable difficulty has hitherto stood in the way of adapting
this type of motor to the special requirements of railway work,
and the experiments have occupied a lengthy period. Even if
it does not affect anything like a revolution in railway practice,
this engine is distinctly interesting. The internal combustion
motor has lately come in for a good deal of attention, although
hitherto this type of motor has at best only had a restricted
field of utility for railway purposes and the best results have
perhaps been attained by the combination of petrol and elec-
tricity, which has been used with success for certain classes of
passenger traffic. In the circumstances a successful oil engine
would represent an important advance. The locomotive built
for the Prussian Government is designed for express passenger
work, and is capable of developing a speed of 62 miles an hour
when the motor is running at no more than 304 revolutions per
minute.
A Danish engineer of English origin has invented a railway
signaling apparatus which he claims would in operation make
absolutely impossible such an accident as that which occurred
recently in England en the Midland Railway. In the case of
this accident one train following five minutes behind a former
one dashed into it, owing to the driver not observing the sig-
nals which indicated that the former train had come to a stop
*on..a steep gradient. The invention is an apparatus for auto-
matically indicating on the locomotive itself the position of '
the signals along a railway track. It consists of a vertical
shaft placed near the railway track, said shaft being turned
by the same gear used for operating the semaphore or light
signals. The shaft is fitted with horizontal arms, which, when
the locomotive passes by the shaft, operate vertical swinging
arms on the locomotive. Through the ensuing movement each
of the said arms closes an electric current. By these means
a lamp of the same color as the one on the signal mast or cor-
responding to the signal given by the wings is lighted on the
locomotive. The advantages claimed for the invention are
that trains can travel at full speed in all weathers; no mis-
take can be made where signals are placed near each other and
showing different lights; both men on the engine can see the
position of the signals by means of the indicator on the en-
gine; there is no unnecessary stopping or slowing down of the
train, thus bringing about a saving in the coal consumption;
trains are able to keep time in all sorts of weather. The system
has been tested by the Danish State Railways at different speeds
up to 56 miles per hour, in snowstorms, and has been found to
work with security.
January, 1914
RAILWAY MASTER MECHANIC
Machine Formers for Locomotive and Car Parts
By Walter R. Hedeman.
With economy as the foreword in railroad operation, anything
which will tend to reduce the cost of manufacture of new and
repair parts, for locomotives and cars, is gladly welcomed by the
motive power department.
Each of the following formers or dies have materially reduced
the production cost of the part which it is designed to make.
It will readily be seen by shop foremen that the adoption of
these tools, or tools embodying their principles of design and
construction, will be a worth-while addition to their shop tool
equipment.
Fig. 1 shows draft sill for steel cars, and is made with the
three-piece, hydraulic press die shown on Fig. 1-A. The design
of this sill is shown clearly on the figure, and the dies ,are de-
signed to press out a right and left sill at one operation.
The hot sheets are laid on the lower or female clamping die,
One-sixteenth-inch clearance is allowed between sheet flanges
and dies, and the coefficient of expansion used is .0078.
Fig. 2 shows detail and application of cab roof gutter, to cabs
above top of side cab window. This gutter was applied at the
request of the enginemen, to prevent the water from dripping
from cab roof on the neck of the engineman in rainy weather.
At first these gutters were made by hand by beating the metal
around a piece of 1" pipe, bent to the proper radius. As a great
number of these gutters were required, the dies shown on Fig.
2-A were designed to lessen the cost of manufacture.
These formers are for use on the bulldozer, and very little
power is required to make these gutters.
The blanks are cut rectangular in shape and placed against
face of female die. As the ram comes up with the male die
fastened to same, the sheet is bent in the shape of an arc, and
Fig. 1.
which is fastened to the bottom central plunger of the press,
and the top flange of the sill is turned by bringing down the
male clamping die, which is secured to the top central plunger.
The continuous front and bottom flange of the sill is then
turned by raising the female or flanging die, which is fastened
to the main platen of the press.
x,
Fig. 1A.
then carried into the female die beyond the shoulder, and is
perfectly formed.
The female die is larger in back than in front; this is to per-
mit the removal of the finished gutter through either end of the
die.
Fig. 3 shows pressed shape used for supporting hopper door
Serfion
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RAILWAY MASTER MECHANIC
January, 1914
&*
hinge Butt Support
Open Hearth 5teei
Fig. 3.
hinge butts on steel cars of the hopper type. These hinge butts
are made with the bulldozer formers shown on Fig. 3-A.
The female die is stationary, while the male die is movable,
and is provided with flanges at either end to be drilled with
suitably located holes to fasten die to ram.
The blank, cut to the proper shape, is heated and placed on
ledge (as shown fine dotted on figure) in front of female die.
The I"x2"x5" lugs on the front of the male die are provided
to prevent male die raising when bending the sharp bottom
flange on the support. One-sixteenth-inch taper is allowed at
either end of the female die to permit easy removal of the shape
when same is finished.
Fig. 4 shows bottom arch bar for freight car. and tender
truck.
It is easy enough to make an arch bar without gibs, in one
heat on the bulldozer: but to make the bar shown, with gibs, in
one heat, requires a pair of formers similar to those shown on
Fig. 4-A.
The design of these formers is clearly shown on the figure
and the notes on same make the method of operating very plain.
Arch bar without gib is formed on the first stroke of the ram,
and gib or toe is formed on second stroke by dropping the auxil-
iary former "B"' into position.
Fig. 3A.
The two unused lugs on each end of the male die were pro-
vided for adding another toe squaring former if necessary, but
same was not required.
Fig. 5 shows diagonal strut used on the end of steel hopper
cars, for bracing the center and end sills.
It is necessary to make these right and left, and same can be
easily made with the formers shown on Fig. 5-A. These dies
are designed for use on the bulldozer and are simple in con-
struction.
A total of %" taper is allowed for the removal of the finished
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Fig. 4A.
January, 1914
RAILWAY MASTER MECHANIC
Section
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Fig. 5A.
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Fig. 7.
Fig. 7A.
8
RAILWAY MASTER MECHANIC
January, 1914
shape from the female die. To insure getting the proper offsets
in the ends of the strut the female die is made with ■&" clear-
ance at the middle portion, to give solid bearing to male die
at the end where offsets are pressed.
Fig. 6 shows two sizes of fire tool bracket, one 14" long and
the other 22%" long. These brackets are used on the front end
of tender tanks for the fireman to hang the ends of firing
tools on.
Brackets are made out of W sheet steel, and twisted after
being punched out with the dies shown on Fig. 6-A. The male
die has the contour of the bracket and the hole in the female
die is made gV' larger all around. Sheets are punched hot, and
the two different lengths are made by using the proper length of
blank. The finished bracket is removed from the female die,
through the hole in the end of same.
Fig. 7 shows roof corner band for box car roof. This shape
would be comparatively easy to make were it not for the 1W
set in one of the legs of the band.
These bands can be made with the bulldozer formers shown
on Fig. 7- A, in two operations as follows: the heated strip ia
first placed flat side up on the ledge on upper front part of
female die.
Earn is then advanced and the 1}|" set is put in shape by male
die pressing against same; male die is prevented from raising by
lower part entering female die.
The partly finished shape is then placed edge up against lower
part of female die, and another hot strip from furnace put in
upper part of die. Earn is then advanced and lower shape is fin-
ished, while upper shape is given the first set. This operation is
repeated until the required number has been made.
Eights and lefts are made by placing alternately the half
finished shape with first made set to the right or left side of the
female die.
DOOR TROUBLES.
By Frank Horn, Car Foreman, P. C. C. & St. L. Ry.
This subject is a serious one, not only to car designers and
builders, but in a greater degree to freight and claim agents, the
transportation department and last, but not least, to the repair
and inspection forces.
Doors are of two general types, flush and outside, and in their
present state of development neither is satisfactory. While both
have their advantages from one point of view or another, they
are overshadowed by the objections that are constantly arising
due to loss of doors and consequent loss or damage to lading, not
to speak of the cost of a door to replace the lost one and the
many cases where property damage or personal injury or loss of
life is incident to loss of doors from moving trains.
To commence at the seat of the trouble, false economy is to
blame for most of our door troubles. In order to save a couple
of dollars on the first cost of a car, the party responsible will
choose a door faulty in design, difficult to operate, and in all
probability one already in use on his own road, not because he
wants that particular door, on account of any merit it possesses,
but because it is cheaper than others.
So with no consideration for tomorrow, he inaugurates a series
of loss and damage claims for his claim department, constant
trouble for his inspection forces and expensive car repair bills for
renewals and repairs of doors. Doors can be found all along his
right-of-way, utilized as bridges over ditches, roofs or sides of
out buildings, barn doors, etc. We see them daily, and they are
so common that they no longer impress us as they should.
Flush doors, if properly applied, are in all probability less ex-
pensive to maintain than the outside type, and as a rule cars so
equipped, require very little or no special preparation for ship-
ments of inflammables and explosives. They exclude rain, snow
and sparks, and are less susceptible to damage from sidewiping
than outside doors. They cost more, however, and as a rule
operate harder than the outside type, and unfortunately, most of
those in common use are as easily, or possibly more easily, lost
off than the other.
Generally speaking the outside door, overhung or sliding, has
fixtures of less complicated design than the flush door, consequently
they are cheaper and in more general use, while they afford less
protection to lading and offer a better opportunity for pilfering.
Probably the most dangerous door in use is the overhung door
with two or three guides or brackets spaced along the side sill
to prevent the door swinging out at the bottom, but that same
false economy dictates that as few brackets be used as possible^
usually two, one at a point near either edge of the door when
closed.
When, due to ignorance of how to operate a door, or because
it actually is difficult to operate, men engaged in loading or un-
loading cars in freight stations or on team tracks, resort to force,,
and sledge and pry, they soon break away the corners and then
the door can and does swing out to the destruction of itself or
any less substantial object it may come in contact with.
Then again, doors are abused at loading points in another
manner. No door is designed to retain lading in the car, and
no lading should be placed in contact with the door, yet it is a
common practice to pile lading of any description in contact with
doors, and as soon as cars are moved the doors begin to bulge-
Many cars are cut out of trains or doors lost off due to this prac-
tice.
Doors must be closely watched at all inspection points for in-
dications of failure, either of the door itself or of its fastenings,
or fixtures and a car should never be allowed to leave a terminal,,
either empty or loaded if condition of doors indicates the least
possibility of their coming loose or swinging out, or exposing
contents of the car. ' ' A stitch in time saves nine. ' ' and often
a little preliminary repairs saves a door.
The remedy for this dangerous and expensive condition, in my
opinion, lies in concerted action to standardize doors. If a com-
mittee of the M. C. B. Association, ignoring cost, and setting
aside individual preferences, were to go at the door problem in a
thorough manner, and without regard to existing cars, and devise
a door and fixtures that would meet the demands of the Inter-
state Commerce Commission and the Bureau for Safe Transporta-
tion of Inflammables, Explosive and other Dangerous Articles,
that would have the requisite strength and at the same time
operate with reasonable ease (edges and corners protected by suit-
able metal designs), and the Association would adopt it as a
standard, 75 per cent of the door troubles, and 90 per cent of the
wrong repairs (incident to present wide range of door design) y
would disappear.
While the initial cost would be higher, there can be no doubt
as to the ultimate saving, not only in the actual cost of repairs,,
but also in fewer detentions incident to shopping cars owing to
door troubles. Until some such remedy is applied we will be
compelled to go on as in the past making the best of the bad
conditions as we find them.
The Baldwin Locomotive Works is building a Mallet com-
pound locomotive which, it is said, will be the largest and have
the greatest tractive power of any engine ever built. It is to-
be used in hauling long freight trains on heavy mountain grades
of the Erie system. The weight of the locomotive will be 410
tons and the tractive power 160,000 pounds. It will have capac-
ity for 10,000 gallons of water and 10 tons of coal.
Joseph W. Peters has been made secretary of the board of
managers of the Association of Engineering Societies. His
office is at 3817 Olive street, St. Louis, Mo., at which place the
Journal of the Association of Engineering Societies will be
published. ,
The National Association of Railway Commissioners has by
unanimous vote committed itself to a proposition advocating
general uniformity in interstate express rates.
January, 1914
RAILWAY MASTER MECHANIC
CUTTING AND WELDING DEVICES IN RAILROAD WORK.*
By A. W. Whiteford.
All modern cutting and welding devices, irrespective of type,
design, the source of their energy, or the principle involved, are
built with but one object in view — a more flexible distribution of
power.
They are not intended to perform any labor nor to accomplish
any result that has not already been accomplished by some stand-
ard means, but they do it in a different manner. The result of
their efforts is usually seen in one of three different ways; a
decrease in time required — an increase in efficiency — or a reduction
in cost.
They have, perhaps from lack of a better or more comprehensive
term, gradually come to be known under the head of autogenous
welding devices.
This really is a misnomer, as autogenous welding in its literal
sense means seJ^-welding or welding by means of heat alone.
Some authorities have made an effort to divide the work into two
classes, one to be called autogenous welding and the other to be
called heterogeneous welding; autogenous welding to include all
welding where no outside metal was introduced, and heterogeneous
welding to include all welding where an alloy or foreign sub-
stance of any kind was used.
This hardly seems to be correct either, as in each class there
would then be a division of principle. A more recent effort has
been made to divide them according to their sources of power.
This would class them under two heads — electricity and gas. As
all the electric machines receive their power from an electric cur-
rent, and as all the gas machines receive their power primarily
from the gas of combustion which is oxygen, it would seem that
the terms electric welders and oxywelders would not be far out
of the way.
Whatever might be their names, however, and irrespective of
how they might really be classed, the history of their various
developments presents some interesting features.
The electric group has two mains divisions. Resistance or sec-
tional welding and arc or surface welding. Aside from the fact
that they both receive their power from an electric current they
are in no manner similar.
Resistance welding was developed by Prof. Elihu Thompson at
Franklin Institute in Philadelphia, in 1877. He was conducting
some experiments with a Leyden jar and he noticed that under
certain conditions the two coils of wire with which he was work-
ing would become fused together at certain spots. The result of
his investigations is what we know to-day as the "Thompson
process." Briefly, it consists in passing an electric current
through two pieces of metal brought into close contact, the resis-
tance at the point of contact generating enough heat to cause
the ends to fuse when sufficient pressure has been applied me-
chanically.
The arc or surface system of welding has three divisions each
division being named after the man who first developed it.
The earliest effort at producing anything of this kind of which
we have any record was made in 1874, by a German named
Werdner. He attempted to take an electric arc and deflect it by
means of an air jet and thus secure what would have practically
been an electric blow pipe, but his efforts do not seem to have
been successful.
In 1881, a Frenchman, by the name of De Meriten, succeeded
in welding lead plates together for use in battery jars by means
•of an electric arc. but nothing seems to have come from it.
Two Russians were next, Benardos and Olszweski, who de-
veloped an arrangement whereby they passed an electric current
from a carbon electrode, which was one terminal, to the metal to
be welded, which became the other terminal, the result being the
formation of an arc between the two which generated sufficient
heat to flow the metal within a given radius and thus produce a
surface weld. This is what is known as the "Benardos Process,"
and is the first arc welding machine that was successfully de-
* A paper delivered before the New England Railroad Club.
veloped. This was about 1884, and the United States patent was
issued in 1887.
Benardos was followed closely by Slavianoff, a fellow country-
man, who got out a very similar device except that where
Benardos used a carbon electrode, he used a metal electrode of
substantially the same composition as the metal to be welded.
This idea has been known ever since as the ' ' Slavianoff process. ' '
From these two original ideas all subsequent arc welding devices
have been developed with the exception of an idea worked out by
Zerener, a German, which came out somewhat later. He really
tried an improvement on the original Werdner idea of deflecting
the arc, only instead of using an air jet he used a magnet. This
idea, like Werdner 's, has never been very extensively developed.
The Benardos and the Slavianoff processes, however, have been
developed to quite a considerable extent, not only in Europe but
also on this side of the water.
The Siemund Wenzel Company, of Xew York, were the pioneers
in this work in this country followed closely by the C. & C. or
Garwood Company of Garwood, New Jersey, and to these two
concerns belongs the credit for introducing the idea into Ameri-
can railroad service. The machines and outfits are made in
various types and sizes — both portable and stationary — and you
are all more or less familiar, no doubt, with the equipment and
the work that is done by it.
Standing somewhat by itself, although really allied to the gas
branch, is what is known as the alumino-thermite process, or
' ' Thermit welding. ' ' This is a German development, brought
out about 1900, and consists of an arrangement whereby the
uniting of metallic oxides and aluminum is brought about in such
a way as to produce a flowing mass of metal at about 5400
Fahrenheit. This is made possible by the increased affinity that
the aluminum has for oxygen over the balance of the mixture.
When ignition takes place, the oxygen in the other metals makes
a rush for the aluminum, the aluminum oxide rising to the top
in the form of a slag; the free body of clean metal, still at a
flowing heat, then running down into the mould and joining the
parts together.
The gas branch of these cutting and welding devices also has
several sub-divisions. Unlike the electric group, however, these
are not divisions of principle, but only divisions of degree.
These sub-divisions usually take their name from the secondary
gas which is combined with oxygen to secure the necessary heat.
They come under various heads such as coal gas, Pintsch gas,
water gas, Blau gas, hydrogen and acetylene.
The principle involved is the same in all cases, being the proper
combination of the secondary gas with the main gas or the gas
of combustion, which is oxygen; and the various degrees of
efficiency possible in each case are directly proportionate to the
amount of oxygen required to produce the proper temperature.
With coal gas you are all, no doubt, familiar. The same is also
true of Pintsch gas.
Water gas and its by-product, producer gas, is formed by pass-
ing jets of steam through furnaces filled with coke which has
been brought to a glowing heat.
Blau gas is a form of liquefied illuminating gas produced by
the distillation of mineral oils in red hot retorts. This is in a
manner very similar to Pintsch gas. Chemically, it consists of the
same elements as coal gas, but in essentially different proportions.
A combination of oxygen and practically any heat carrying
gas can be utilized for cutting metals, but as far as we know, in
the present state of the art, no torch has yet been developed
whereby welding can be successfully or economically done with
any of the above combinations. From the standpoint of general
service, therefore, all these other gases may be disregarded as
either the operation is slower, the oxygen consumption is much
larger, the cost is greater, or the work is more inefficiently done
than with either hydrogen or acetylene.
Historically, hydrogen should be mentioned first. It was dis-
covered in 1766 by an English chemist — Cavendish. It is a
primary gas, and is the very lightest substance known. It was
named hydrogen, or water-former by Lavoisier, a French chemist,
10
RAILWAY MASTER MECHANIC
January, 1914
from the fact that it was found so plentifully in water, and in
fact, water is still the greatest source of its supply — the term
H o O, no doubt, being familiar to you all.
Acetylene was also discovered by an Englishman, Sir Humphry
Davy, who detected it by the odor, while making some experiments
with potassium in 1836. Some years later, Berthelot, a French-
man, succeeded in making some of it by passing a jet of hydro-
gen through an electric arc. In 1862, TVoehler, a German chemist,
succeeded in producing it from a combination of lime, zinc and
carbon, which he brought to a white heat. This was the fore-
runner of calcium carbide. It was first liquefied by Cailletet, in
1877, and Claude and Hesse succeeded in working out the process
by which it is possible to dissolve it along about 1895. Acety-
lene gas as we know it is formed by combining calcium carbide
and water. Calcium carbide is the metal found in lime rock
fused with a low-ash coke. The credit for the commercial de-
velopment goes to an American, J. M. Moorehead, who in con-
junction with Wilson successfully worked out the problem of pro-
ducing it from lime rock, which they did down in North Caro-
lina in 1892.
To Moorehead, also, goes the credit for the development of the
process whereby acetylene can be compressed into cylinders, along
the line of the idea first laid down by Claude and Hesse. These
cylinders are packed with porous asbestos and filled with acetone
into which the gas is dissolved. Acetone is a form of denatured
alcohol which possesses the peculiar property of being able to
take to itself twenty-five times its own volume of acetylene gas
for every atmosphere of pressure under which it works.
Oxygen, however, is the real factor in the successful application
of either hydrogen or acetylene. It is one of the primary ele-
ments and also one of the most abundant. It comprises about
eight-ninths of all the water, and about fifty per cent of all the
rock in earth. It is also very prevalent in flesh and human tissue,
sixty-six per cent of the human body being oxygen. In volume it
is twenty-one per cent, and in weight eighty-eight per cent of
the air.
It was discovered in 1774 by Priestley, an English chemist,
and very nearly so by Sheele. a Swede, in 1772; but he had not
been quite able to prove his case, so the honors divide.
In 1789, Lavoisier proved conclusively that it was the gas of
combustion and that without it no combustion was possible. Guy
Lassac worked out the law of combining gases by volume in 1808.
By 1851 they had gotten so far as to try and manufacture it. In
1877, Pictet, a Swiss, and Cailletet, a Frenchman, proved that it
could be liquefied. By 1880, the electrical angle had been intro-
duced, and finally came the atmospheric development.
As a final result of about one hundred years of experiment and
research, oxygen can now be produced successfully in three ways —
chemically, by electrolysis and from the atmosphere.
The chemical method consists of putting chemicals of various
sorts, generally potassium chlorate and dioxide of manganese,
into a retort, sealing them up and bringing them up to about,
400 degrees of heat. Oxygen is set free at this point, properly
washed and cleaned, and stored for service.
The electrolytic process consists in passing an electric current
through a given volume of water and setting free the hydrogen
and oxygen of which water is composed. This is done by put-
ting sulphuric acid in the water, which forms what is known as
an electrolyte, and the action of the current then sets the gases
free, the hydrogen following the negative pole and the oxygen the
positive pole.
The atmospheric process consists in taking it out of the air
and separating it from the nitrogen by what a layman would
call the "freezing" process. This is done by reducing the tem-
perature of the atmosphere in given volumes under pressure to a
point at which the oxygen liquifies. This is in the neighborhood
of 320° below zero. The oxygen is then drawn off, expanded
and compressed into cylinders ready for service.
There are various methods whereby these separate ideas for
making oxygen are carried out. Bassingault developed the first
of the chemical processes in 1851, but Brin's process, which was
developed later, seems to give more satisfactory service. Any
of the chemical processes are much more expensive and the
product less satisfactory for service than either of the others.
The method worked out by Garuti, an Italian, seems to lead
in the electrolytic line, the largest American plants such as the
American Oxy-hydric Company of- Milwaukee and about 80 per
cent of all the European plants using this process.
There are various other developments of this electrolytic idea,,
chief among which are those of Shuckert, Schmidt. Flamaud and
Eenard, but Garuti's system has the advantage for two reason-:
First— Lower amount of electric motive force required.
Second — More perfect separation of the gases.
There are also several types of the atmospheric process, in-
cluding those of Knudsen and Claude.
It remained for a German, however, Dr. Carl Linde, to really
perfect the atmospheric process, which he did in 1S95. His idea
or what is known as the Linde process is generally conceded to
be the simplest, cheapest, most efficient, and to produce the purest
oxygen of any of the atmospheric systems.
Practically all the commercial oxygen used in this country and also
a very large part of that used in Europe, where hydrogen pro-
duction is not a factor, is the product of equipment working on
the Linde principle.
The development of the torch also played it- pair in the work-
ing out of these various devices. Like many of the gas develop-
ments, an oxy-hydric blow pipe was known to chemists for years
before it branched out into other fields. The first man who seems
to have made an effort to apply the idea practically was an Eng-
lishman, by the name of Fletcher. He experimented with coal
gas and oxygen in 1886, but either owing to the fact that he had
nothing but coal gas to work on, or because his oxygen was poor,,
he never made a success of it.
The first man who really developed the idea was a Belgian
by the name of Jottrand, who used it successfully to cut metal
in 1888. He used a combination of hydrogen and oxygen.
The next man to follow the idea and the first to use acetylene
with oxygen was a Frenchman. Le Chatelier. This was about
1895. Next came Fouche and Picard in 1901 and 1903; then
Rodrigue-Ely and Gauthier, and then again Fouche 's later de-
velopments in 1908. Up to the present time these include all the
main ideas of the different types of torches in use.
As to a comparison of the work done by the two separate com-
binations of hydrogen and acetylene with oxygen, it is safe to
say that each has a field in which it is supreme : cutting and weld-
ing can be done with both ; hydrogen is most effective for very
light welding, say under a sixteenth of an inch in thickness, and
for very heavy cutting of say over ten inches in thickness. In
the entire intermediate field, that is, all welding one-sixteenth and
over, and all cutting up to ten inches, which range covers prac-
tically all of the work done on railroad shops, acetylene is most
efficient. In either case, however, successful welding depends on
the following:
1- — Purity of the gases.
2 — Use of metal filler as near as possible to the same compo-
sition as the metal to be joined.
3 — Thorough fusion of the inside surfaces before adding ad-
ditional metal.
4: — Cleanliness of the parts.
5 — Control of the mixture and size of the flame.
There are also various features of torch design and construc-
tion that might be entered into in comparison with the various
classes of work to be done, but from a general standpoint of
service demanded, any torch to be satisfactory should ijjelude:
1 — Perfect interchangeability of parts.
2 — Ease of adjustment.
3 — Convenience of handling.
4 — Constant gas consumption.
5 — Constant pressure.
6 — Largest possible opening at nozzle tip for each thickness
of weld.
The application of these devices to railroad service also pre
January, 1914
RAILWAY MASTER MECHANIC
11
sents various problems. These problems are usually solved in
accordance with the conditions under which the equipment has to
work.
Either of the three gases can be obtained for use in one of
two ways. They can be generated on the ground for immediate
use, or they can be generated at central plants and distributed
in portable containers. In the general run of railroad work, the
most widely adopted plan for the handling of either oxygen or
hydrogen is to secure it in commercial cylinders from the nearest
source of generation. The same thing can also be done with
acetylene; for all work where the demand will not warrant the
installation of a generator the dissolved or commercial cylinder
process is used, but in the larger plants it is usually piped from a
generator installed on the ground.
These generators as built to-day are of two types:
1. Water-to-carbide, in which water is brought in contact with
the carbide, the volume of carbide being in excess of the volume
of water during the first part of the operation.
2. Carbide-to-water, in which the carbide is thrown into the
water, the volume of water always being in excess of the carbide.
Irrespective of types, however, it is generally conceded that
successful generators embody the following points:
1 — Low temperature of generation.
2 — Complete decomposition of the carbide.
3 — Maximum evolution of the gas.
4 — Removal of all air from the generator before gas generation
starts.
5 — Low pressure in all parts of the generator.
6 — Continuous supply of gas, simplicity of mechanism and ease
of recharging.
As to the general use to which these various systems are now
being put, it is safe to say that either one system or the other
is rapidly making its way into every known branch of the metal
working art. This is particularly true of oxy-acetylene. From a
standpoint of volume, America leads the world, with Germany
second, France third and England a rather poor fourth.
In scientific research and special development, Germany leads
all other countries. This is partly due to the fact that the Ger-
man government has taken a hand in the work and established
schools at various points, where the art is taught as one of the
applied sciences.
In all Of their leading industrial centers, such as shipyards,
steel mills, gun works, etc., oxy-acetylene has become part of
their regular equipment. In the manufacturing lines especially
this system is greatly used.
As one feature of the work over there, I might mention that
piping of all classes and sizes is now being made by lolling from
flat plate, and welding by means of the oxy acetylene torch.
Piping is also being laid without the use of threads or flange
joints. In this way they are enabled to use pipe of about half
the thickness of our standard pipe, thereby saving greatly in
material costs. To show what the German government thinks of
this, it is only necessary to mention that at Cologne, in the new
Palace of Justice building only recently completed, there is nearly
seven miles of piping in which there is not a single threaded
joint, all being welded by the oxy-acetylene method.
Wonderful progress has also been made here in America. To
Massachusetts belongs the credit of having installed the first
plant in this country. This was at Quincy in 1905, by the Fore
River Ship Building Company. This was only eight years ago,
and to show how rapid has been the growth in the United States,
I will cite the fact that in one of the latest battleships turned
out at one of the navy yards, about $70,000 worth of the work
was done with oxy-acetylene equipment. The 'work of raising the
battleship Maine at Havana was also very greatly facilitated by
the same means.
Cut Iron
to Suit
hanger
Operation Mo. 2
tteat Mo. 2
MANUFACTURE OF AIR BRAKE HANGERS.
By E. A. Murray, M.M., Chesapeake & Ohio Ry., Clifton Forge,
Virginia.
The scientific management of railway shops is no more or less
than the saving of unnecessary waste in time and material; or
we might say, decrease the cost and increase the output. " In
order to show what is being done in this direction. I will describe
the method in which brake beam hangers are being manufactured
at the above named shops, at what we consider the very low
cost of one and one-half cents each. The cost, however, does
not include shearing the stock to length and handling the finished
product to material bins.
The services of two men are employed: namely a machine
operator and a heater. The stock is cut to length to suit the
length of hanger desired. It is then heated and bent in a "U"
shape, as shown in operation number one. It is again heated
to a sufficient length at points marked A A. and both eyes are
then bent in an opposite direction. In other words, the hanger
is completed with two heats and three operations. This work
is accomplished on a machine shown in the illustration. It was
built in the shops at this point, and consists of a east iron
off-set slab plate, to which are securely fastened two air cylinders
(one cylinder is only used in the manufacture of brake beam
hangers, the other being underneath the slab plate and used for
other "purposes). The machine is equipped with a system of
rtote-
Tl?e ec/eb of esc/? Hanqer
are Bent in opposite Directions
Tool for Bending Iron
Operation no. I.
Plan of Bending Machine.
Tool for Bending £~c/es
Operation No. 2a/3
12
RAILWAY MASTER MECHANIC
January, 1914
Bending Machine With "U" Former in Place
operating leveis, which makes it very handy for the operator.
The bending formers can be removed in an instant by simply
lifting them off of the pins marked "B" "B." An air hose
is also provided to remove the scale accumulation from the
formers. The heating forge is located close by the bending
machine. The general make-up of the machine can be observed
by referring to the illustrations, and while I have visited a
good many of the railroad smith shops throughout the country,
I think this machine equally as good, if not better, than any I
have ever been able to see. I would consider it a valuable machine
to have in any railroad shop, as it can be used to great advan-
tages in manufacturing coupler yokes, etc.
The surprisingly low cost of the manufacture of brake beam
hangers was made possible only by the manner in which our smith
foreman, B. L. Woodrum, applied himself to the study of the
subject of cost reduction and increased output, which should be
t lie disposition of all foremen who are in the service of the rail-
road companies. I would like to say also that the statement was
made in one of the technical journals some time since to the
effect that brake beam hangers were made at the Cleveland shops
of the Erie at a cost of five cents each, which in my opinion is
very high.
The photographic illustrations show that the eyes were bent
on the hanger before the hanger was bent into " U " shape. This
is incorrect and a reversal of the usual procedure. The error was
made in arranging the machine for photographing.
WHY A ZINC COATING IS THE BEST RUST PREVENTIVE
FOR IRON OR STEEL.
It is difficult for many persons to understand why zinc is
the best rust preventive for iron or steel, and they believe it
is on account of its cheapness that it is so extensively used.
They have an idea that lead, being a cheaper metal, would
answer far better, and as it is more non-corrosive than zinc,
would protect the iron better. This is not a fact, however, as
will subsequently be explained.
The very fact that zinc is corrosive metal does not affect its
properties when applied as a coating to iron or steel. Indeed,
if it did not corrode, it would not be of value for such a pur-
pose. When iron or steel which has been coated with zinc is
exposed to the atmosphere, a galvanic action is set up, although,
of course, extremely slight. Any two dissimilar metals form
a galvanic couple, but as zinc is the most electro-positive metal,
the galvanic action between the zinc and iron is as great as
could be obtained when iron is used for one of the metals com-
posing the couple.
The result is, therefore, that with the slight galvanic action
set up on galvanized iron or steel, when exposed to the atmos-
phere, a corrosion takes place. Did it not follow, then, there
would be no protection. In this case, the zinc, being the electro-
positive metal, suffers corrosion at the expense of the electro-
negative metal iron. The effect is that the corrosion goes on
with the zinc exclusively and iron is not corroded at all, pro-
vided any zinc is left on the iron or steel. This condition
takes place whether a light or heavy coating of zinc is present.
The only advantage of a heavy zinc coating is that it will last
longer, but under ordinary atmospheric conditions, where a
slight amount of moisture is the only exciting liquid, the gal-
vanic action is very small, and the zinc coating, be it ever so
light, lasts a long time. In the case of sea water or air satu-
rated with salt moisture, the corrosion, of course, is much more
rapid, and a heavier zinc coating is required to resist it for a
length of time.
The reason for the protection of iron or steel by a zinc coat-
ing is, therefore, on account of the fact that the zinc corrodes
at the expense of the iron or steel by the galvanic action set up.
Zinc, however, when exposed to the air, does not corrode rapidly
or deeply, and, in fact, very lightly. This property is of great
value, as the zinc coating does not corrode rapidly, even with
the galvanic action set up, so that it lasts for a far greater
length of time than would naturally be expected. The very
tact, however, that the zinc corrodes at the expense of the iron
is all that is necessary to protect the iron or steel, even though
it be extremely slight.
Other metals like lead or tin, on account of their not being
electro-positive to iron, do not act like zinc. They act simply as a
covering like a paint or varnish, and if portions of the iron
happen to be exposed, even such as a pinhole, the iron begins
to corrode. With a zinc coating, however, this will not take
place. — Brass World.
Bending Machine With Eye Formers in Place.
The Railway Business Association held its annual meeting at
the Waldorf-Astoria Hotel, New York, on December 11, 1913.
At the dinner two addresses were made, one by Howard Elliott,
of the New York, New Haven & Hartford, and one by Governor
Cox, of Ohio. There were over a thousand in attendance at
the dinner.
January, 1914
RAILWAY MASTER MECHANIC
13
Locomotive Boiler Inspection
By Frank McManamy, Chief Inspector, Division of Locomotive
Boiler Inspection, Interstate Commerce Commission
*
When the locomotive boiler inspection law was passed by
Congress, it was looked upon with considerable apprehension
by most railroad officials, and many dire prophecies of its effect
on the railroads were made.
The prevailing impression at that time appeared to be that
the law was impractical and unnecessary; that it would cost
the railroads an immense sum of money and would benefit no
one. Although the comparatively brief time it has been in force
has not been sufficient to fully demonstrate all the benefits to
be derived from its provisions, it is evident that the two and
one-half years' experience with the law has materially changed
the feeling towards it, and, I believe, has fully vindicated the
motive of those who urged its passage, the wisdom of those
who enacted it, and, I hope, has demonstrated the fairness of
those who are charged with the duty of enforcing it.
It could not reasonably have been expected that the enforce-
ment of a law so far-reaching as the locomotive boiler inspec-
tion law, governing as it does the condition of the motive power
which is the very life of one of the most, if not the most, impor-
tant industries of the country, could have been effected without
some friction and some opposition. Neither could it reasonably
be supposed that the conditions which, in the minds of those
who urged it and those who passed it, made the law necessary,
could be remedied without some expense. Nor could we expect
that the uniformity of practice and of equipment which, local
and service conditions considered, are so essential to safety,
could be brought about without sacrificing some of our pet ideas
or changing some practices whose chief claim to superiority
lies in the fact that they have been in use a certain number of
years.
The fact that the locomotive boiler inspection law on the
whole has been beneficial to the railroads as well as to their
employes is now being generally admitted, and for that reason
it is not my purpose tonight to spend time in discussing its
value, because I believe that has been abundantly demonstrated;
therefore, I will tell you first some of the things that have
been accomplished by it, and will then analyze a few of the
accident reports in order to show, if possible, some of the
things that must be given attention in order to further promote
safety.
A paper delivered before the Western Eailway Club.
The accident records show that during the year ended June
30, 1913, there was a reduction of over 60 per cent in the num-
ber killed and ten per cent in the number injured by failures
of locomotive boilers and their appurtenances, in comparison
with the preceding fiscal year, or with any previous year of
which a reasonably authentic record exists, and this, in my
opinion, amply justifies every requirement of the law.
The practice of conducting a rigid, searching investigation of
all accidents to locomotive boilers and their appurtenances
sufficiently serious to justify a report, with the sole object in
view of determining the exact cause and having the proper
remedy applied, has done much to reduce the list of casualties'
and has directed attention to conditions which previously have
been overlooked or ignored. The knowledge that such an inves-
tigation will follow every accident is an incentive to the rail-
road companies to maintain their equipment so that its condi-
tion can not be shown to have caused accidents, and is also an
incentive to the employes to perform their work in the most
efficient and careful manner.
The period since the law became effective has been too brief
to permit a comparison to be made which will accurately show
its value. It is believed, however, that in addition to the com-
parison of the total number of injuries during the year ended
June 30, 1913, with the preceding fiscal year, the following
comparison of some of the most serious, as well as some of the
most frequent, accidents during the first and last quarters of
the fiscal year ended June 30, 1913, fairly represents the bene-
fits which result from government supervision over the condi-
tion of locomotive boilers and their appurtenances:
-First Quarter-
Acci-
dents Killed
In-
jured
30
is
13
.".
36
11
Acci-
dents
fi
11
-Last Quarter-
In
Killed lured
2 13
1 11
6
Crown sheet failures 18
Flue failures 15
Injector steam pipe failures 10
Arch tube failures 5
Water glasses bursting 36 .. 36 16 16
Lubricator glasses bursting 11 .. 11 6 .. 6
It will thus be seen that for the six classes of accidents
referred to above which resulted in injury, 95 occurred during
the first quarter and 51 during the last quarter.
A better illustration, perhaps, of the improvement which has
been brought about is that during the three months ended Sep-
tember 30, 1912, there were 95 accidents of the classes men-
tioned above, with 10 persons killed and 113 injured thereby,
A Boiler Shell Which Was Blown Several Hundred Feet From the Scene of the Explosion.
14
RAILWAY MASTER MECHANIC
January, 1914
Other Side of Boiler Shell Shown on Preceding Page.
while dining the six months ended September 30, 1913, there
were 94 accidents, with eight killed and 103 injured thereby.
A brief digest of some of the more serious accidents shows a
very decided improvement on the whole, but there are certain
classes of accidents where, instead of an improvement, condi-
tions appear to have grown worse. One illustration of this is
the arch tube failures. During the year ended June 30, 1912,
there were IS arch tube failures which caused injury, with
uone killed and 23 persons injured thereby, and during the year
ended June 30, 1913, there were 20 arch tube failures which
caused injury, with three killed and 27 injured thereby.
Investigation shows that of these 20 arch tube failures, 15
were caused by improper application or neglect; one showed
evidence of both; three were reported to have been defective,
and only one showed a clear rupture without evidence of
improper application, neglect, or defect in the tube.. This proves
conclusively that with proper attention 80 per cent of these
accidents could have been positively prevented, particularly in
view of the fact that these failures did not occur immediately
after the application of the tube, but in each case one or more
subsequent inspections had been made and certified to, stating
that the tubes were in good condition, when, as a matter of
fact, they had not been properly inspected.
It will, no doubt be urged that the increase in the number
of locomotives in service which are equipped with arch tubes
may account for the increased number of accidents, but as it
has been shown that four out of every five arch tube failures
result from improper application or neglect, they can not prop-
erly be charged to the increased number of tubes in service.
Tightening washout plugs under pressure is a practice which
has caused numerous accidents, and a peculiar fact in connection
with it is that in a majority of such cases this work was being
done with the boiler foreman or roundhouse foreman present
and either directing or performing the work. This class of acci-
dents is positively preventable, and strict instructions should be
issued and enforced never to put a wrench on a plug while there
is pressure en the boiler.
Another type of accidents which has shown an increase dur-
ing the pas.* fiscal year is injector steam pipe failures.
During the year ended June 30, 1912, there were 31 accidents
of this type which caused injury, in which 38 persons were
injured.
During the year ended June 30, 1913, there were 36 accidents
of this type which caused injury, in which 47 persons were
injured.
In 24 cases the failure occurred where the collar was brazed
on to the pipe and was due either to defective brazing or to the
fact that the pipe or the collar was too thin at this point. This
is a defective condition which could not readily be discovered
by inspection, but the fact that such failures invariably occurred
at the same point should have led to an investigation that would
have disclosed the cause. That this was not done is doubtless
due to the fact that until the passage of the locomotive boiler
inspection law there was no central organization by which all
boiler accidents were investigated and where necessary data
could be compiled showing conclusively where the weakness lay,
aud that is one important duty that the federal locomotive
boiler inspection service is trying to perform.
In order that this condition may be properly remedied at its
source, we have directed the attention of injector manufacturers
and locomotive builders to this weak point, and they are at the
present time earnestly striving through the efforts of a joint
committee with which we are co-operating to have adopted a
connection that will remedy the trouble. It is believed that a
better connection has been designed and will be used on all
new work, but it will require some time to change the thousands
that are now in service; therefore, until that time comes,
extreme care should be exercised in brazing these joints, and
such work should not be done except at points where there are
proper facilities and competent men to do the work.
Another class of accidents in which there has not been an
improvement is flue failures. During the year ended June 30,
1912, there were 56 failures which caused injury, resulting in
one killed and 62 injured, and during the year ended June 30,
1913, there were 54 failures which caused injury, resulting in
one killed and 63 injured.
The results thus shown are so nearly equal that no lesson can
be drawn from them, except that more attention should be
given to the welding, fewer welds should be made, particularly
on flues for high pressure power, more attention should be
given to properly testing welded tubes, and a positive limit
should be fixed for scrapping.
The question of flue failures, although important of itself, has
been mentioned principally because it leads up to what to me
appears to be a more important question that right now should
be given serious consideration by the mechanical departments
of the various railroads, and by the department of the govern-
ment with which I am connected, and that question is, Shall
superheater tubes be welded?
With the wonderful results claimed and in a measure obtained
from superheaters, it appears to be a question of only a few
years until practically all locomotives will use superheat. This
will result in thousands of 5%" or 5*4" superheater tubes being
used where now there are hundreds. To the men on locomo-
tives, the collapse or failure of one of these large tubes amounts
to about the same as a crown sheet failure, because in either
case, death or serious injury is almost certain. Therefore, if
we are to have the same number of failures of superheater
tubes due to welding that we now have with the smaller tubes,
the injuries resulting therefrom will, on account of the size of
the tubes, doubtless be so much more serious that, in the inter-
■. ■ \ A
I '.
Accident Where Entire Crown Sheet Came Down, Killing Two
Persons and Seriously Injurina One. The Locoomtive
Was Being Used as a Stationary Boiler.
January, 1914
RAILWAY MASTER MECHANIC
15
Safety Valve Casing Showing Condition of Adjusting Screws. This
Valve Caused an Explosion.
est of safety, action will have to be taken possibly even to the
extent of prohibiting welds in such large tubes.
Do not misunderstand me in this. I am not making a posi-
tive statement that "welds in superheater tubes will be prohib-
ited, but that it is a matter which is being closely watched, and
what action may be necessary will depend on future develop-
ments, because a large percentage of such tubes now in service
are comparatively new and have never been safe ended. Many
shops where this work is being done are poorly equipped for
handling it : adequate tests of welded tubes are in many
instances not being made; and, as might be expected, there is
a wide divergency of opinion as to the best method of doing
such work. That the strength of a weld is practically an
unknown quantity has been demonstrated times without num-
ber. The fact that a number are tested and found good is not
an indication of what the next one will do, and, for this reason,
it is the generally recognized practice that where the highest
degree of efficiency and reliability is required, welds are prohib-
ited. It is the general practice not to permit the use of welded
radials or other boiler staj-s. Almost all roads prohibit welding
arch tubes. Safety appliance standards prohibit the use of
welded brake shafts, yet in none of these things is reliability
more essential nor failure more disastrous than in superheater
tubes.
A short time ago the question was brought up by some of
the railroads as to whether they would be required to remove
superheater tubes once in three years in accordance with rule
10, which provides that "All flues of boilers in service, except
as otherwise provided, shall be removed at least once every
three years and a thorough examination shall be made of the
entire interior of the boiler." It was urged that their super-
heater tubes should be exempt from that requirement on account
of being welded in and also because their boilers could be
entered, thoroughly cleaned and inspected as required by the
rule, without removing the superheater tubes. Careful consid-
eration was given to the reasons on which their request was
based and also to what to us seems to be a more important point
which was not advanced, viz., that the removal of such tubes
would in all probability result in their being safe ended and
put back; therefore, to avoid that contingency and to remove,
so far as possible, the occasion for welding these tubes, as well
as for the reasons advanced by them, it was decided that:
' ' Unless further investigation should prove that it is necessary
to do so, superheater tubes need not be removed every three
years, provided the tubes are in good condition and the boiler
can be thoroughly cleaned and inspected without their removal. ' '
This privilege may not prove to be of as much importance as
may at first appear, for the reason that present indications are
that, except in rare instances, the life of such tubes will not
exceed three years.
Another question of considerable importance, which has re-
cently been decided, relates to the removal of brick work in
oil-burning locomotives, for the purpose of hammer-testing stay-
bolts. This is an expense which should, if possible, be avoided,
yet not at the risk of continuing locomotives in service with
broken staybolts. Although bolts usually break next the outside
sheet, it is not always the case. Therefore, it has. been con-
sidered necessary in all rules for inspection to supplement the
use of the telltale hole by the hammer test. It is believed,
however, that if bolts behind brick work have a telltale hole
their entire length, sufficient protection against broken bolts
will have been provided. Therefore, when this question was
taken up by some of the carriers, they were advised as follows:
"If staybolts which are behind brick work on oil-burning
locomotives, or behind grate bearers, have a telltale hole 3/16"
in diameter their entire length, which is kept open at all times,
the removal of the brick work or grate bearers each month for
the purpose of hammer-testing such bolts, will not be required.
This will not, however, relieve from making a thorough inspec-
tion each time the brick work is removed, nor will it relieve
from removing the brick work for an inspection when necessary. "
There still appears to be some requirements of the rules which
are not fully understood, or, at any rate, are not properly com-
plied with, to which I desire to direct your attention: One is
that simply hammer-testing staybolts does not by any means
constitute a complete monthly inspection in accordance with
Interior of Fire Box With Right Side Sheet Cut Away. The White
Lines Denote the Burned Areas on the Crown
Sheet and the Left Side Sheet.
16
RAILWAY MASTER MECHANIC
January. 1914
Showing the Collapse of a Superheater Tube.
the rules. Neither does the fact that a man has hammer-
tested the staybolts of itself place him in possession of all the
necessary information to enable him to properly certify to the
inspection report: yet we find many instances of where the man
who tested the staybolts certifies to the report when he has
gone to some other point before the other work shown on the
report was done, and as a matter of fact he does not know
that it was ever done.
Every item that is shown on the monthly inspection report
is a part of the inspection and must be performed in accord-
ance with the rules; washing the boiler, cleaning gauge cocks
and water glass cocks, testing and repairing injectors, repairing
steam leaks, and inspecting arch or water bar tubes which can
only be properly done when the boiler is washed, are just as
much a part of the monthly inspection as testing the staybolts.
and should be performed at the time the monthly inspection is
made, and the man or men who certify to the inspection report
must have knowledge that such work has been performed.
There also appears to be some doubt in regard to the proper
construction of rules 30 and 36, relative to the interval between
steam gauge and safety valve tests. This period is assumed by
some to be anywhere between 90 and 120 days. This is a mis-
take. In order that there should be a certain degree of flexi-
bility in the rules, they were made to read that this work should
be done at least once every three months, which means approxi-
mately 90 days. The proper time to test steam gauges and set
safety valves is each third inspection, and it should be done at
the time the inspection is made, so that it may be properly
certified to on the inspection report. If the monthly inspections
are made at the required periods,, they will automatically take
care of the interval between the quarterly inspections.
Another matter that has not always received the consideration
that it should is the location of the bottom water glass fitting.
The opening to the boiler for this fitting should always be above
the highest point of the crown sheet ; yet on a large percentage
A Disastrous Explosion
of locomotives they appear to have been located without much
regard for the height of the crown sheet, the proper height of
the lowest reading of the ylass being obtained by the use of
nipples of various lengths. When this opening to the boiler is
made below the highest point of the crown sheet, if the top
water glass cock is closed or the opening restricted, water will
show in the glass when there is none on the crown, and we
have records which show that this has been the cause of more
than one crown sheet failure; therefore, I desire to urge the
importance not only of having the lowest reading of the glass
the proper distance above the crown sheet, but also of having
the fittings so applied that the glass can not under any circum-
stances show water when the crown is bare, and this means that
the fitting should be so designed and located that the proper
reading of the glass can be obtained and the opening to the
boiler kept above the crown sheet. The necessity of carefully
checking the location of water glasses and gauge cocks was
forcefully demonstrated a short time ago when one of our in-
spectors found ten new Mikados which had just been received
from the builders and placed in service with the lowest reading
of the water glass just below the highest point of the crown
sheet.
As a means of reducing the number of plugs to be removed
when boilers are washed, the practice of blanking washout open-
ings appears to be meeting with considerable favor on some
An Explosion Due to Defective and Insufficient Crown Bar Braces.
Arrows Point to Defects in Casting.
January, 1914
RAILWAY MASTER MECHANIC
17
roads, although in a number of instances investigation disclosed
the fact that it was being done by the local officials or inspec-
tors without the knowledge of the chief of the mechanical de-
partment. It is doubtless true that in some instances, more
washout openings than are actually needed have been provided,
but we find that the opposite is more frequently the case, and,
under such conditions blanking any of them is inviting trouble,
yet we know this is being done. I believe the statement that
more boiler failures are due to poor washing than to any other
one cause can be demonstrated, and that there is no other way
in which the mechanical department of any railroad can lay
up so much future trouble for itself at such a small saving as
by slighting the washing of boilers.
The matter of blanking washout openings will be watched
as closely as possible and when sheets begin to show indications
of distress vigorous action will be taken, and if it should come
at a time when considerable inconvenience is caused thereby it
would seem that neither the inconvenience nor the cost of the
repairs could be properly charged to the operation of the law or
the action of the inspectors.
A summary of the inspection work performed by the Division
of Locomotive Boiler Inspection during the year ended June 30,
1913, discloses the following:
Xumber of locomotives inspected 90,346
Number found defective 54,522
Number ordered out of service 4,676
The number of locomotives found defective as shown above,
viz., 54,522, does not indicate that this number of locomotives
were found to be in violation of the law, but they were found
to contain defects which should be remedied before the locomo-
tives were again placed in service. The number found in direct
violation of the law is represented by the number ordered out
of service in accordance with Sec. 6 of the law, which requires
the district inspectors to issue a written order holding the
locomotive for repairs when one is found that does not meet
the requirements of the law or rules. No formal appeal from
the action of any district inspector has been filed during the
year. This, in view of the vast amount of work performed
and the number of locomotives on which repairs were ordered,
shows that while the inspectors have been diligent, they have
also used discretion and good judgment in the enforcement of
the law. It is believed that it also shows the existence of a
spirit of co-operation and an earnest effort to comply with the
requirements of the law on the part of a large majority of
railroad officials.
WRENCH FOR HOPPER CARS.
By J. A. Jesson.
The illustration shows a safety WTench for dropping the doors
of hopper cars. The wrench consists of a body A and a
knuckle Al, which, it will be noted, can swing into the position
shown by the dotted lines. After releasing the pawl and giv-
ing the shaft a partial revolution the wrench will be released.
With a solid wrench there is always danger that it will hang
and fly off if the shaft revolves rapidly. The wrench was de-
vised by the bridge and building department of the Louisville
& Nashville and is in use on the coal chutes.
Wrench for Hopper Cars.
NEW LOCOMOTIVES, GRAND TRUNK RAILWAY
The two types of eight-coupled locomotives which are most
commonly used in the United States are the consolidation
(2-8-0) and Mikado (2-8-2). Service conditions must decide
which of these two shall be employed for any given class of
work. The Mikado type, because of its high relative steaming
capacity, is on many roads replacing the consolidation in heavy
through traffic, and is proving most successful; but the consoli-
dation is still employed to excellent advantage in service which
is within its capacity.
The Grand Trunk Railway has recently placed in service
twenty-five Mikado and three consolidation type engines, which
were built by the Baldwin Locomotive Works. All these loco-
motives are equipped with superheaters. The consolidations are
used on the Detroit and Toledo Shore Line, which is compara-
tively level, and they are well adapted to the conditions on this
division. They have a considerably higher ratio of adhesion
than the Mikado type locomotives, but their relative steaming
capacity is lower, as the following data show:
Mikado Consolidation
Type Type
Weight on drivers, pounds 204,700 190,600
Tractive force, pounds 51,800 38,600
Ratio of adhesion 3.95 5.18
Total equiv. heating surface (sq. ft.) . . 4,804 3,030
Cylinder volume, 2 cylinders (cu. ft.) . . 19.9 14.4
Equivalent heating surface 242 210
(Cylinder volume)
Tractive force 10.6 12.7
(Equivalent heating surface)
In proportion to the cylinder volume, the heating surface
of the Mikado type locomotive is 15 per cent, in excess of the
consolidation; while in proportion to the tractive force, the
increase is 20 per cent. In making this comparison each square
foot of superheating surface is assumed to be equivalent to
1% square foot of water heating surface.
The two locomotive designs have many features in common.
The boilers are of the extended wagon-top type with wide
fireboxes, and they are equipped with brick arches and pneu-
matically operated fire doors and grate shakers. In the Con-
solidation type, the mud-ring is sloped sufficiently to secure a
furnace throat 20 inches deep, thus providing room for the
foot of the arch between the grate and bottom row of tubes.
The depth of throat in the boilers for the Mikado type locomo-
tive is 26% inches. In both classes the dome is of pressed steel
made in one piece. This style of dome is strong and light, and
is proving satisfactory in every way.
All these locomotives have 14-inch piston valves, which are
of the built-up type with cast iron bodies and bull rings, and
malleable iron heads. The packing rings are of Hunt-Spiller
gun iron, and this material is also used for the piston packing
rings, and the cylinder and steam-chest bushings. The valves
are driven by Walschaert 's motion. The link and reverse-
shaft bearings, on each side of the locomotive, are combined in
a single casting which is bolted to the guide yoke. The Mikado
type engines are equipped with a screw reverse, while the usual
lever is applied to the consolidations.
The frames used in both classes are of vanadium cast steel,
with single front rails under the cylinders. The Mikado type
locomotives have the Cole design of main driving-box. with
ll"x20" journals. With this construction, strong transverse
braces are applied at the main pedestals. The frames are also
braced transversely midway between adjacent driving axles.
The front frame sections, under the cylinders, are made with
downwardly projecting lugs, and to these is bolted a steel
casting which supports the driving brake shaft and the radius-
bar pin for the front truck.
The tender frames for both classes have 13-inch channels
for the center sills and 10-inch channels for the side sills.
The wheels are of forged and rolled steel. Those used under
the tenders for the consolidation engines have vamadium con-
18
RAILWAY MASTER MECHANIC
January. 1914
Consolidation
for the Grand Trunk Railway System.
tent, while in the
case ol
the
Mikado type
locomotives the
Consolidation
Mikado
tender wheel:
i are heat treated.
Thickness
5%", 0.150"
" .", 0.150"
The tables
contain the
principal dimensions of
these two
2". 0.125"
2". 0.125"
types of locomotives.
Number 5%
", 26; 2", 207
5%", 32; 2". 240
Consolidation
Mikado
Length
1.V-0"
20'-0"
Gauge
4'-SV
4'-8y 2 "
Heating Surface —
Cylinders
23"x30"
27"x30"
Fire box
165 sq. ft.
219 sq. ft.
Valves
Piston, 1-1" diam.
Piston
14" diam.
Tubes
2162 sq. ft.
3400 sq. ft.
Boiler —
Firebrick tubes
28 sq. ft.
31 sq. ft.
Type
Wagon-top
Wagon-top
Total
2355 sq. ft.
3650 sq. ft.
Diameter
68%"
74"
• n ate area
50.6 sq. ft.
56.5 sq. ft.
Thickness of
sheets
& w
%" & 11"
Driving Wheels —
Working pressure
180 lbs.
175 lbs.
Diameter, outside
63"
63"
Fuel
Soft coal
Soft coal
Diameter center
56"
56"
Staying
Badial
Badial
Journals, main
ft V' x 12"
ll"x20"
Fire Box —
Journals, other
Vi"xl2"
10"xl2"
Material
Steel
Steel
Wheel Base —
Length
96%"
108"
Driving
17'-0"
16'-6"
Width
75%"
75%"
Rigid
17'-0"
16'-6"
Depth, front
72%"
85%"
Total engine
25'-0"
35'-l"
Depth, back
56%"
68%"
Total engine & tender
57'-3%"
67'-6%"
Thickness of
sheets.
sides
%"
sides
%"
Weight-
Thickness of sheets,
back
%"
back
%"
On driving wheels
190,600 lbs.
204,700 lbs.
Thickness of
sheets.
crown
%"
crown %"
Total engine
215,200 lbs.
272.100 lbs.
Thickness of sheets.
tube
V
tube
y-2 n
Total engine & tender, about
370.000 lbs.
443,000 lbs.
Water Space —
Tender-
Front
.H,"
.n,"
Wheels, number
8
8
Side-
41,"
41,"
Wheels, diameter
34"
34"
Back
±U>"
41,"
Journals
oV'xlO"
6"xll"
Tubes-
Tank capacity
8,000 gals.
9000 gals.
Material
Steel
Steel
Fuel capacity
10 tons
15 tons
Diameter
5%" & 2"
5%" & 2"
Service
Freight
Freight
Mikado for the Grand Trunk.
January, 1914
RAILWAY MASTER MECHANIC
19
LEONARD SHOPS, NATIONAL TRANSCONTINENTAL RY.
The general layout of the repair shops of the National Trans-
continental Railway at Quebec, P. Q., shows that not only has
convenience of operation been the general principle governing
the design, but future needs have also been provided for. Each
shop is capable of extension without interfering with any
other and any department can be increased separately as occa-
sion may require.
There are eleven buildings in all, of various dimensions, each
suitable for the special work to be done in it. These buildings
consist of a locomotive, erecting, machine and boiler shop
(under one roof), forge shop, freight car shop, power house,
planing mill, dry kiln, store, lumber shed, forge stores and scrap
bins, oil house and office building for executive staff. The total
area covered is about five and one-half acres.
In the erecting shop there are eighteen pits, placed trans-
versely, over which a 120-ton crane lifts locomotives into, and
removes them from, their respective positions. A 20-ton crane
operates over the same area at a few feet lower level and car-
ries small material and makes many light and rapid lifts.
The "transverse-pit layout" has the advantage of doing
away with many side doors in the building for the "in-and-
out" movement of locomotives. There are two doors, con-
veniently placed, through which engines and material enter and
leave. This arrangement is economical in the matter of heat-
ing. It does awav with the necessitv of a transfer-table with
all its inconvenience from snow and ice. The practically un-
broken sidewall permits the use of jib cranes, one serving the
fronts of two locomotives, being capable of lifting smokestacks,
main valves, smoke box doors and rings, etc., etc. The use of
these very handy cranes would be most difficult if the wall of
the shop had been cut up into a series of doors.
The cross-section of the shop shows the position of the cranes.
The large crane is carried on a series of built-up columns, so
that the heavy load is central over the line of foundations. As
one crane does the work of lifting and placing each locomotive,
there is no chance of confusion such as might occur when two
cranes are used and Avhere two men do the work. The single
powerful crane has also the advantage over the usual twin
crane arrangement in economy of first cost and maintenance.
All the overhead cranes are provided with effective safety
appliances. One of the most important prevents the load from
being "over-wound" by the lifting drum, either by accident or
otherwise. It consists of a device which, when the maximum
lift has been reached, automatically opens a switch on the
hoisting circuit and so cuts off the current, thus suddenly re-
moving the driving power. The cessation of the current im-
mediately brings into powerful action a gravity operated brake,
which is normally held out of service by the flow of current.
The direction in which the midway crane operates is a new
departure in railway shop construction, which has been brought
out by W. J. Press, mechanical engineer of The Commission, and
it secures substantial advantages. The midway is laid out so
as to be alongside of the shops and not at the ends of the build-
ings as is frequently the case. The object of this arrangement
is that when material is brought by the midway crane from the
storehouse, forge shop or foundry to the machine, erecting or
boiler shop, it is placed at the door nearest to the machine
on which the material will be handled, or to the engine upon
which it will be used. In this way the delivery of material is
not concentrated at one spot at the extreme end of the build-
ing. It avoids distribution from a congested area, and it ob-
viates the "long haul" through the shop. Material is laid
down at a point as near as possible to its destination, and
economy of time and labor, as well as facility in handling, is
thus secured.
The system of placing machines is such that the movement
of material will be in one direction and the distance over which
any locomotive "part" is carried, will not be unnecessarily
lengthened by journeys forward from one machine and back
20
RAILWAY MASTER MECHANIC
January, 191+
Scale
ACt 40 aC' I2& I6Q'
- • eb's'
Locomotive Shop
60e'W > ISP'4"
ZF5-/C
-#-~'^^
General Layout of Leonard Shops. National Transcontinental Ry.
to another. The continuous one-way movement of material
saves time and labor and prevents interference.
The pits in the locomotive shops are supplied with steam,
compressed air, hot and cold water. Depressions in the pit
walls carry the pipes. By this arrangement the working space
in the pits is not restricted and the pipes are not where they
can be easily damaged by workmen dropping material on them,
and thus while being quite safe, they are out of the way.
The forge shop and the boiler shop are placed as near as
possible to the power house. This is important, for in the case
of the forge shop, where hammers are operated by live steam,
the short distance between boiler and hammer reduces con-
densation and delivers steam where it is required with small
loss. A similar condition holds good in a sense, for the de-
livery of compressed air to the boiler shop machinery. The
nearer the source of supply, the less the pipe friction involved
and the smaller the losses due to the forcing of air through
the pipes.
Industrial tracks form convenient means of communication
between the various shops. The buildings, cars, engines and
supplies are protected by a water-system arranged to be readily
put in use in case of fire. A further protection is 'afforded by
reason of the use of concrete and steel in the various structures.
The shops are situated at Quebec and have been named after
Major E. W. Leonard, chairman of The National Transcontinen-
tal Eailway Commission, under whose administration they were
projected. The outlay has been carefully supervised so that
excellent results will be attained and full value received for
the money expended.
The whole plant has been laid out under the supervision of
Elevation of Erecting Shop, Leonard Shops of the National Transcontinental Ry.
January, 1914
RAILWAY MASTER MECHANIC
21
Gordon Grant, chief engineer, in such a way that the latest
and most modern railway practice has been provided for, and
the design will be second to none in the country.
The permanent and substantial character of the shops and
the size of the whole plant will be of material advantage to
the city of Quebec by providing steady employment for a con-
siderable number of men the year round. The contract for
this important piece of work was awarded to Joseph Gosselin
of Pt. Levis, Que.
The design and laying out of the plant, the relative size,
arrangement and position of the buildings and the selection of
the machinery and appliances has been entrusted to W. J. Press,
mechanical engineer of The Commission, who has had charge of
similar work at the Transcona shops of the National Trans-
continental Eailway near Winnipeg. The Transcona shops are
now being operated and in general plan, kind and quality of
equipment they are of the most up-to-date type. The Transcona
and the Leonard shops when completed will embody the latest
design and the most modern practice, enabling them to be oper-
ated with a very high degree of efficiency. Altogether they
will form a most valuable addition to the second of the great
national "cross-continent" highways of Canada.
SAFETY DEVICE FOR HANDLING AIR PUMPS DURING
ROAD SHIPMENTS.
By F. W. Bentley, Jr.
The shipment of air pumps between main or division shops
and outside roundhouse points is, of course, an expedient and
a necessary practice in the maintenance of this part of the
air brake equipment on any road. The 9 ^2 -inch pump, the
most commonly used compressor, is under the best conditions an
unwieldy part to handle safely, but when necessary to hur-
riedly load or unload them on or off a baggage car they are
a sore proposition to the trainmen; and sometimes a dan-
gerous one.
The above sketch is descriptive of two single handle irons
which are readily bolted to the pump on its delivery from the
, fTT
m
r
\o
- 1 .
>
■ 3
^a —
— ST
X(-
4t»
h-
■W
£1
TT)rr
3=»
20"
M<\
Two of
These
Upset
2Q K
2
^4
m
Handy Device for Handling Air Pumps.
shop, and whieh make its shipment a far safer and easier
task for all who are forced to handle it during the course of
its consignment. The handles on the repaired pump are then,
of course, applied to the old pump and go back with it to the
main shop.
"Safety first" is indeed a good slogan, and from the expe-
rience and in the opinion of the writer it cannot be inci-
dentally more forcibly applied than in the use of the simple
detachable grab irons for handling such pumps during their
hurried train shipments from point to point on the road.
FREIGHT CAR REPAIRS
The cost of freight car repairs and the influence of light ca-
pacity cars on the cost of repairs is a very live subject today,
and in view of this fact the following figures are of especial
interest. These figures are authentic and are based on the
operation of one of our large transcontinental roads for the
fiscal years between June 30, 1904, and June 30, 1913, the
former being the earliest date that complete data was available.
The percentage of light capacity cars destroyed by accident to
the total number destroyed by accident during the fiscal year
1907 and the fiscal year 1913 was as follows:
Capacity. 1907. 1913.
25 tons and under 65% 13%
30 tons ' 29% 78%
All over 30 tons 6% 9%
From the above it is evident that the light car contributed
to the increased cost in the past. A larger proportion of 25-
ton cars were destroyed by accident in 1907 than in any other
year. The smaller proportion destroyed in 1913 was undoubt-
edly due to the fewer number handled. This is evident from
the fact that in 1904 on this road 30 per cent of the cars owned
were 25 tons and under, while in 1913 the percentage of 25-ton
cars was .74 of 1 per cent. The percentage of 30-ton cars
owned in 1904 was 40 and in 1913 it was 26.2.
The total cost for both repairs and renewals for the years
1904 and 1913 was as follows:
Per car owned —
1904 $ 86.99
1913 107.84
Per freight car mile —
1904 71c
1913 , 83c
These figures show an increase in the cost per car owned
of 23.97 per cent and per freight car mile of 16.9 per cent.
The cost increased, notwithstanding that the average age of
equipment on this road is now somewhat less than formerly,
the average age being 9.01 years in 1904 and 8.48 years in
1913. The proportion of steel equipment has also greatly in-
creased, being 11.6 per cent in 1904 and 60.3 per cent in 1913,
an increase of 48.7 per cent.
However, another factor also increased and that was the in-
crease in the average capacity of the car. In 1904 it was
30.57 tons and in 1913 42.45 tons, an increase of 38.83 per cent.
The average tare weight was 13.55 tons in 1904 and 17.55 tons
in 1913, an increase of 29.81 per cent.
The cost on a basis of combining car movement with tons
capacity and tare, representing use and size of equipment, and
given on a basis of 1,000,000 miles per ton of capacity, was
89 cents in 1904 and 63 cents in 1913, a decrease of 29.22 per
cent. The cost new per unit of equipment has also increased
as reflected in cost at M. C. B. price per car of average capacity
in 1904 and 1913, as follows:
For 1904—
30-ton wooden box car $ 647.50
Average tare weight, pounds 29,500
Cost per ton capacity 21.58
Cost per pound of tare 2.2c
For 1913—
40-ton steel underframe car $1,167.50
Average tare weight, pounds 35,100
Cost per ton capacity 29.19
Cost per pound of tare 3.33c
This shows an increased cost per ton capacity of 35.3 per
cent, and an increased cost per pound of tare of 51.4 per cent.
The cost for repairs and renewals based solely on capacity
and tare were:
Per ton of capacity Per ton of tare.
1904 $2.84 $6.31
1913 2.54 6.03
This shows a decrease of 10.6 per cent in the cost per ton of
capacity and 4.4 per cent per ton of tare.
22
RAILWAY MASTER MECHANIC
January, 1914-
fe
?
HI^IIIIIIIIIIIIIIIIIHIIIHH" 11
30,000
ZO.000
10.000
7tm
70
60:
f
SO^
•k
<?
<s
Uj
40 £
£
§
ac
y
«Q
*>*
1
^
?0
Fig. 1.
A fair basis for comparison would be ou a gross ton mile
basis, but the road had no data for 1904, and so the cost was
compared for the 1907 period, which was the period during
which the largest number of 25-ton ears and under were demol-
ished. A comparison on this basis shows the cost in 1907 to be
ti'2.86, as compared with $21.22 in 1913, showing a decrease in
the cost of repairs and renewals on a gross ton mile basis of
7.22 per cent.
Basing judgment on the above figures, the mechanical head
of this road concludes that the larger, heavier and more expen-
sive freight car of the present time has greatly increased the
aggregate cost for repairs, but that on any basis combining busi-
ness handled and size of equipment that the cost per unit
has decreased.
Interesting statistics with regard to freight car repairs are
also given in the diagrams shown herewith. These are actual
Fig. 2.
results from another large transcontinental system operating in a
different territory from the one first mentioned. Figure 1 is a
combination chart giving the number of revenue cars in service
together with their mileage, the latter being represented by the
upper line with its succession of jagged peaks. The lower portion
showing the number of thousands of revenue ears is a cumulative
chart. The lower edge of the large black space indicates the
number of 20 ton cars in service at any time, while the upper
edge of this space indicates the number of both 20- and 30-ton
cars. Therefore the vertical distance between these lines at any
point measures the number of 30-ton cars in service at that time.
The number of 40- and 50-ton cars are shown in the same manner.
Thus on July first, 1913, there were in service 3,000 Twenty-ton
cars, 38,000 thirty-ton cars, 44,000 forty-ton cars and 4,500 fifty-
ton cars making a total of 89,500 cars of all classes
The road has no 50,000 pounds capacity cars. It will be noted
that the 20-ton cars have been steadily retired for the past four
^700
600
, 100
J909
19IO
1911
I9IZ
1913
Fig. 3.
Fig. 4.
January, 1914
RAILWAY MASTER MECHANIC
23
and a half years and that at the present rate they will all be
retired in about a year and a half. The chart also shows a
slight decrease in the number of 30-ton cars since the first of
this year, while the most marked increase has been in the number
of 40-ton cars.
Figure 2 shows graphically the number of couplers pulled out
and broken on the various divisions of this road and also gives
the ear mileage. It includes both home and foreign cars and
means broken couplers or anything which allowed couplers to puli
out, such as broken rivets and pockets, split sills and split draft
timbers. It will be noticed that on one of the divisions 600
couplers were pulled out in January, 1913, and that the number
pulled out in 1912 and 1913 is startlingly high, there being about
five times the amount of damage done in this way as was done
in 1909. The larger percentage of the trouble was caused by
split sills and broken bolts, practically all of which occurred on
cars that were built previous to 1909.
These cars were in just as good shape as ever but could not
stand the heavy service. After looking at this diagram it is
interesting to know that this road now purchases very few more
couplers than in 1909.
Figure 3 shows the couplers applied on the various divisions.
Most of these couplers were reapplied because of pockets having
been broken and rivets broken or pulled out on account of
split sills. The car mileage is also given in this figure.
Figure 4 gives a record of draft timbers applied which bears
out the information given in the other charts. The charts are
made up from entirely different sources, one from material used
and the other from inspectors' reports of failures.
On a basis of the statistics shown in figure 1 the percentage
of cars of various capacities owned by this company in 1909 and
in 1913 are as follows:
Capacity 1909 . 1913
20 tons 17.9% 3.3%
30 tons 67.4% 42.5%
40 and 50 tons 14.7% 54.2%
The growth in the percentage of 40- and 50-ton cars is marked
but nevertheless this record has a larger percentage of light
capacity cars in service that the road mentioned in the first
cars are of 30-tons capacity and only .74 of one per cent are of
25 tons or less.
It will be noted in figure 2 that the heavy increase in pulled out
and broken couplers begins at about the time when figure 1 shows
a decided increase in the number of large capacity cars in
service. A larger number of heavier cars in service of course
means heavier trains and heavier power. With light capacity
cars in service under conditions which they had not been de-
signed to meet, it is not surprising that this increase in damage
to them has occurred. The placing of a few of these smaller cars
in a train of heavy cars, subjects their coupler and draft ap-
pliances to strains many times greater than those encountered
when these ears were built. The car department of this road
is therefore in favor of the retirement of light capacity box
cars from interchange and the statistics as shown in the charts
clearly uphold this point of view.
APPRENTICE EFFICIENCY.
By John Hewitt.
At the present day we cannot but notice the growing
scarcity of good mechanics, and also, that in the present age,
with all its invention and systems, there does not seem to be
much more system in the training of apprentices than when I
was a boy.
The technical colleges are turning out a great many stu-
dents, but as a general rule, they do not seem to find the con-
necting link between theory and practice.
In a great many cases, were the average apprentice with
his grammar school education given the same show that these
boys are, he would go far ahead of them, in every day shop work,
work.
I have studied the apprentice system in both contract and
railroad shops and the same systems seem to prevail in both.
As a general rule, he is turned loose to put in four years in
different departments, and at the end of that time, he is
turned out as a mechanic, but is he one?
If he is bright and of a studious nature, he will develop
into a thinking man and will come out of his apprenticeship
fairly equipped to hold his own with the journeyman, but if
of a drifting nature and with no one to start him thinking,
so much against him.
The question comes who is really the greatest looser? True,,
the boy is not what he should be, but taken from the money
end, I believe the company who hires him is the greatest
looser.
You w r ill naturally say, "I do not have to hire an inefficient
man. ' ' All well and good, but what are you going to do
when they are all about the same standard .'
Through lack of systematic training, you have turned out in-
efficient mechanics, they in turn go to a shop where the same
lack of system is in vogue, and that shop's men come to you.
I do not know a place where a small outlay would bring
such results as in the proper training of apprentices. I be-
lieve railroad shops suffer more than other shops, on account
of the roving disposition of their mechanics.
The making of a railroad mechanic is different from the
making of any other class of workman. Ke is a peculiar
proposition.
It is an easy matter to use a specialist in a large shop, but
in roundhouses or small shops he is of no use and it is into
this class that a great many of the inefficient mechanics go.
Taking all these conditions into consideration, you can not
help but form your own solution of the problem.
First, I would suggest that you take the best all around
man you have and make him the apprentice instructor. He
should have the faculty of teaching and at the same time
the faculty of a master.
There should be a course of study laid out, comprising a
study of the whole locomotive, that would explain every part
and its relation to other parts also its needs and uses. The
apprentice should be called upon to make out a labor slip,
that should go to instructor, naming the kind of work and time
spent on it, each day. I would suggest an examination each
month and the credit or demerits marked on all work he had
performed.
Great care should be taken in choosing boys for apprentice-
ships, and at the beginning I should make it thoroughly under-
stood that at least two nights per week should be devoted to-
study at some evening school or study class conducted by the
company.
The reasons for the labor slips are these: It would pive
the instructor definite knowledge as to the boy's work. Many
a boy does not get the chance he should have, and it is hardly
to be expected that a boy, with a boy's mind, will put himself
out to be interested in the concern that don 't seem to have
any interest in him.
A boy learns most of his trade from the man he is put to
work with, and whether or not the man will instruct him or
use him for a helper to a large extent determines how much he
will learn. The instructor should be the man in this case
to tell the boy the whys and wherefores.
In conclusion, I would like to see a system brought about,
whereby an apprentice would serve his time, not by the number
of days altogether, but in passing by a certain number of
merit marks from year to year, until his apprenticeship was
ended. There is no reason why a boy in his fourth year
should not be more valuable than seventy-five per cent of the
mechanics of todav.
24
RAILWAY MASTER MECHANIC
January, 1914
FUEL TESTS, CANADIAN NORTHERN RY.
At the request of the general manager, the mechanical depart-
ment of the Canadian Northern Ry. recently made a compara-
tive fuel test between class M-l-a engines, without superheaters,
and class X-l-a engines, with superheaters. The tests were
made on the Rainy River subdivision, which extends in a
southeasterly direction from Winnipeg, and runs were made
from "Winnipeg to Rainy River, a distance of 153 miles. The
tonnage rating over this division is as follows:
M-l-a
2000
1750
100':
-West-
N-l-a
2700
2250
-East-
Rainy River
sprague
Woodridge
M-l-a
2400
1800
Car Limit
N-l-a
3200
2400
Car Limit
"Winnipeg
Both class M-l-a and class X-l-a engines were of the consoli-
dation type burning bituminous coal, their general dimensions
and specifications being as follows:
very lightly loaded than they do when loaded to a reasonable
extent. All coal used, of course, was very carefully weighed.
The results of the tests are shown in the table. It will be
noted that the results are all in favor of the larger class, N-l-a,
engine equipped with superheater. Tests C and E were made
under almost similar conditions eastbound, and tests B and F
westbound. These are closely representative of the average
performance of these engines with approximately full tonnage.
In connection with eastbound tests C and E it will be seen
that the superheater engine only burned 72.2 pounds of coal per
1,000 ton-miles, as against a consumption of 133.5 pounds per
1,000 ton-miles for the smaller engine. "With westbound tests
B and F the superheater engine burned 59.9 pounds, as against
110.4 of the smaller engine, the ratio remaining approximately
the same in both directions, the difference in figures indicating
the heavier grades encountered by the eastbound traffic.
At the time of the tests one of the oldest and best engineers
said that with the class M-l-a engine he could always tell by
the vibration when passing over bridges in the night, but that
with the class N-l-a engine he frequently ran over culverts and
short bridges in the dark without feeling them at all.
M-l-a
Max. tract effort 34,200 lbs.
Type of boiler Ext. wag. top
Firebox 114% in. x 41% in.
Xumber of tubes 300 2-in.
Weight on front trucks 20,900 lbs.
Weight on drivers 152,200 lbs.
Total weight of engine 173,100 lbs.
Total weight, engine and tender 141,300 lbs.
Wt.. engine and tender, in W. 314,400 lbs.
Light weight of tender 57,300 lbs.
Water capacity of tender 6,000 gal.
Coal capacity 12 tons
Firebox heating surface 172 sq. ft.
Flue heating surface 2,128 sq. ft.
Total heating surface 2,300 sq. ft.
Length of tubes 14 ft. in.
Grate area 33.1 sq. ft.
Boiler pressure 200 lbs.
Factor of adhesion 4.45
X-l-a
45,000 lbs.
Ext. wag. top
64% in. xllOif in.
262 2-in., 26 5% in.
40,000 lbs.
190,000 lbs.
230,000 lbs.
145,500 lbs.
375,500 lbs.
61,500 lbs.
6,000 gal.
12 tons
180 sq.ft.
2,650 sq.ft.
2,830 sq. ft.
15 ft. 3 in.
49 sq.ft.
180 lbs.
4.2
Test
A
B
C
D
E
F
Date
Sept. 11th
Sept. 13th
Sept. 15th
Sept. 16th
Sept. 19th
Sept. 21st
Engine
2407
2407
2407
2407
2018
2018
Direc-
tion
East
West
East
West
East
West
Tons Over
Ruling Grade
798
2,275
2,190
1,901
1,294
1,800
Total
Ton-Miles
121,296
345,800
332,234
286,951
239,602
273,600
Total
Delays
3:40
2:45
10:00
2:35
9:00
2:50
Total Time
Consumed
13:35
13:35
20:45
12:15
19:15
13:15
Actual Run-
ning Time
9:55
10:50
10:45
9:40
10:15
10:25
Lbs. Coal
Consumed
14,400
20,600
24,000
14,400
32,000
30,200
Lbs. Coal
per 1,000
Ton-Miles
118.7
59.9
72.2
50.00
133.5
110.4
The class M-l-a engine was built in 1907 by the Canadian
Locomotive Co. and the class X-l-a about four years later by
the Canadian Foundry Co. The class X-l-a engine was equipped
with the Locomotive Superheater Co.'s type A top header super-
heater, and since the test the pressure on this engine has been
increased to 200 pounds also.
Six single trips were made, two with the M-l-a engine and
four with the X-l-a engine. Both engines were handled by
the same engine crew, with a road foreman in charge in each
■case. The ton mileage was arrived at by multiplying the total
tonnage of the train, exclusive of the engine, by the mileage
between reducing and picking-up points. No important factor
was overlooked. Considerable trouble was experienced in ob-
taining tonnage, however, and it will be noted in the case of
test "A" that the class X-l-a engine only had about one-third
of a train and the relative fuel consumption was very high,
vlearly showing that engines burn relatively more fuel when
The conclusions reached by the test are that the class N-l-a
superheater engines steam better, ride better, and curve much
better than the class M-l-a engine, and that the larger engines
are less injurious to the track in proportion to their weight.
For the first time in 15 years there is a decrease of 83.86 miles
in main line mileage of railroads in Louisiana, due to the fact
that the tap lines have been going out of business under a
ruling made by the Interstate Commerce Commission that they
are not common carriers, and therefore not entitled to a division
of rates on through hauls. It is true that the commission was
reversed by the United States Commerce Court, but so far has
not led these roads to resume business. The total main-line
mileage of the state at this time is 3,973.26, and spurs and
branches, 1,283.79; which, with yard tracks, sidings, etc., gives
a grand total of 6,860.04 miles of all tracks.
January, 1914
RAILWAY MASTER MECHANIC
25
YARDWSTFR FUSSING
HJTH MASTER MECHANIC
ABOUT AUTHORITY
LOVER THf MALLET /
The Roundhouse as the Cartoonist Sees It.
Home-Made Horizontal Multi-Spindle Frog Drill.
HORIZONTAL MULTIPLE DRILL.
In the frog and switch shop of the Call Switch & Frog Com-
pany, of Denver, Colo., the method of drilling frogs was considered
too slow and tedious an operation. As no machine adapted to
the purpose was easily obtainable, a home-made machine which
would drill all frog holes at one operation was designed by Ira
Call, president of the company.
The machine is shown in the accompanying illustration. Seven
horizontal spindles driven by a Morse chain operate simultaneously
in drilling the bolt holes in the frogs which are clamped on the
table in the assembled position. The use of the machine has
reduced the cost of frog manufacture in this plant very con-
siderably and the simplicity of the design is such as to make
the machine an economical adjunct to any shop having frog work
as a part of its output.
26
RAILWAY MASTER MECHANIC
January, 1914
CARS FOR THE GRAND TRUNK.
The Grand Trunk Railway System has added to its ear equip-
ment recently a large number of steel ears of improved designs,
comprising several thousand all steel hopper cars, 2,000 steel
frame box cars and 250 steel underframe automobile cars, a
brief description of which will no doubt be of interest at this
time as an illustration of the fact that this road is providing
equipment to properly take care of its traffic.
Hopper Cars.
These cars are specially adapted to the transportation of coal
and coke, being self-cleaning and having doors which are easily
and quickly opened or closed by means of a device whielf is
positive in action as well as safe against accidental discharge
of la. lino. An illustration of the car is shown herewith. They
were built by the Pressed Steel Car Company, are designed to
carry 100,000 pounds of coal with an addition of the usual 10
per cent overload, and have been giving excellent service.
Pressed shapes, plates and structural material have been
connected by two 5-inch channels, placed back to back, to
which the operating arm of the door gear is connected. The
operating device, which is known as the "Lind Gear," con-
sists of levers and cams, is positive in action and when in the
closed position the doors cannot be accidentally opened and
lading discharged along the tracks.
The trucks are of the arch bar type with rolled channel top
arch bar, 5 feet 6 inches wheel base, 5 a j by 10-inch journals;
pressed steel truck bolster and brake beams; malleable iron
journal boxes and gray iron wheels being used.
All safety appliances are in accordance with the require-
ments of the Interstate Commerce Commission and the Canadian
Railway Commission, in order to permit use of ears in service
between United States and Canada.
The general dimensions of cars are as follows:
Length inside of body 30' 0"
Width inside of body 9' 6"
Width over side stakes 10' 1M>"
Length over end sills 31' 6"
Steel Frame 40 Foot Box Car, Grand Trunk Ry.
used to the best advantage to obtain as light a ear as possible, Height from rail to top of body 10' 0"
consistent with good practice, for the service required. The Height from rail to top of brake mast 10' 9"
center sills, which extend from end sill to end sill, are made Length of drop doors in clear 2' 4%"
of 10-inch 20-pound channels, reinforced at top with cover Width of drop doors in clear 3' 4%"
plates, and at bottom with 3% by :'.'-._,-inui angles. Thfe side Weight of car body 20,600 lbs.
sills extend from bolster to end and are made of pressed steel Weight of two trucks 16,400 lbs.
10 inches deep. Ten-inch 15-pound channels are used for end Light weight of car 37,000 lbs.
sills and are attached to side sills by means of gussets and Percentage of paying load to total weight of car and
malleable iron push pockets. The body bolster consists of a lading 75 f r
% -inch web plate, reinforced at top with a bent plate, and Two thousand steel frame box cars of 60,000 pounds capac-
at bottom with 3% by 3-inch angles, and an 18 by %-inch j tv we re recently completed at the McKees Rocks works of the
tie plate, the center plate and brace being made of malleable Pressed Steel Car Company, and are showa in the illustration,
iron. „ These cars have steel under and upperframes and carlines, with
The corners of car are further stiffened by means of diag- wooden floor, roof and sheathing,
onal braces made of 5 by 3-inch angles extending from body The center sills are 15-inch 33-pound channels and the side
bolster at center to end sills at corner of ear. The side, end sills 8-inch 11^4-pound channels, all extending from end sill to
and floor sheets are made of %-inch plates reinforced with end sill. The end sills are 10-inch 15-pound channels connected
flanges and angles, the sides being stiffened vertically by to side sills by means of gusset plates and pressed steel push
seven pressed steel stakes per side, two inside gussets at cross pockets.
Tidge and two channel braces extending across car near the The 'body bolsters are built integral with underframe and
top from side sheet to side sheet. are made of four pressed steel diaphragms and one cast center
There are four doors, hung in pairs, each two doors being brace each, reinforced at top and bottom with 15 by a s-inch
January, 1914
RAILWAY MASTER MECHANIC
27
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28
RAILWAY MASTER MECHANIC
January, 1914-
CRAND TRU.
32989
CRAND
AUTOMOBILES
32 989
AU1
PH"— r TRAFFIC
BOiiniii
OB MM HCTTilta
- loanifTiu
IHSICC DMCaSUMS
LERCTH 40F7OIM
WIDTH ir-BIK
HCICHT 0f7 6IK
CIP'TV iMOCUIT
;«PT< CCOOCLIf
VCHMT 4l(0CUIISf
-----
•*■"' ■-ty««--W ""-: - ■ .«i
Automobile Car. Grand Trunk Ry.
cover plates. The underframe is further strengthened, trans- couplers, vertical twin spring draft gear with key attachment
versely, by two cross bearers, made of pressed steel diaphragms, to couplers, roller side bearings, inside metal roof and all safety
with top and bottom cover plates, 13 inches deep at center appliances in accordance with the Interstate Commerce Com-
sills and 7 inches deep at side sills. Also by three shallow mission requirements.
diaphragms made of 5 by 6%-inch channels. The side posts The trucks are of the arch bar type with 4*4 by 3-inch
and braces are made of 3-inch 6.7-pound Z bars and the end journals and 5 feet 2-inch base, equipped with pressed steel
posts of 4-inch 8.2-pound Zs, securely riveted to the side and bolsters, cast steel center plates, M. C. B. brake beams, steel
end sills and plates. back shoes, malleable iron boxes and 625-pound gray iron
The floor boards are made of yellow pine 1% inches thick, wheels,
resting directly on side sills and bolted to intermediate Z bar The general dimensions of car are as follow>:
stringers, being supported at center by yellow pine stringers Length inside of car 36' 0"
resting on top of center sills. The side sheathing, or lining, Width inside of car 3' 6%"
is made of yellow pine 1*2 inches thick, bolted to Z bar posts Height from floor to carlines 8' OV2"
and braces with %-inch bolts; the end lining being made of Width of door opening 6' 0"
1%-inch yellow pine bolted to end and corner posts. There Height of door opening 7' 7%"
are two center side doors, one on each side of car made of Length over end sills 37' 4%"
yellow pine. Width over side sills B' 9%"
Cars are equipped with Westinghouse air brakes, cast steel Width over eaves 9' 3%"
CENTRAL
VERMONT
3
LEJIGTH 31 FT. O IX.
WIETH 10 f-
MEIGHT 10 FT. IX.
CAPT V HIS < FT
CAFTT IOOOOO LBS
ITCICHT 37201 LS!
Hopper Car, Grand Trunk System.
January, 1914
RAILWAY MASTER MECHANIC
29
Height from rail to top of floor 4' 2%"
Height from rail to roof at eaves 12' 7%"
Height from rail to top of running boards 13' 5"
Height from rail to top of brake mast 13' 11%"
Weight of car body 23,000 lbs.
Weight of two trucks 12,300 lbs.
Total light weight of car 35,300 lbs.
Automobile Cars.
The 60,000 pounds capacity automobile cars which were built
for this company by the Western Steel Car £ Foundry Company
at its Hegewisch, 111., plant, are also illustrated herewith and
are of the following dimensions:
Length over striking plate 41' 8"
Length over running boards 42' 0%"
Length inside 40' 0"
Height from floor to carline 8' 6"
Height from top of rail to top of floor 3' 8"
Height from top of rail to eaves 12' 8 -ft"
Height from top of rail to top of running board.... 13' 6"
Height from top of rail to top of brake mast 14' 0"
Height of side door opening in clear 8' 1%"
Width of side door opening .' 9' 0"
Width inside of body 8' 6%"
Width over eaves 9' 6"
Width over side sills 9' : v t "
Center to tenter of truck 30' 6"
Height of end door opening in clear 8' 1%"
Width of end door opening in clear 7' 9%"
The steel underframe of these ears is principally of the
structural type composed of plates and shapes, except for
the bolster and cross bearer diaphragms, which are pressed
steel. The superstructure is of a wooden type with diagonal
tie rods in the side, and each side is fitted with double side
doors set off center. One end is fitted with double hinged
end doors with a vertical operated locking device. The roof
is of the inside metal type and the car is braced longitudinally
by diagonal braces fitted into the side plates and carlines.
One thousand gondola cars are now being turned out by the
Pressed Steel Car Company for the Grand Trunk Railway
System and an additional order of 3.000 box cars is soon to be
turned out by the Western Steel Car & Foundry Company.
WHO DID THIS?
When the boss swings through the office like a tornado, rip-
snorting among the desks — looking for the fellow who made the
mistake — you begin to shrink inside ; your hat slips down over
your ears and you can turn around in your suit without taking
it off. It does make a fellow feel uneasy around the nerve
centers when he did slip a cog and the boss is storming along
the line, looking for some unlucky cuss upon whom he can vent
his spleen.
Takes a big man to "fess up" at a time like that. You've
got to have a pile of courage to face the raving monster — but
it's got to be done. A little lie might save you — but the big
man will stick to his principles if it costs him his job. He'll
' ' fess up. ' '
Be true to your better instincts. Who's afraid of losing a
job that can be lost by being manly — courageous — honest and
clean. Better be out of that kind of a job than in it. A job
like that is a wet blanket on your finer sentiments — your worth.
At any rate — don't let fear drive you to deception at the
expense of the better qualities within you. Speak out — say it
strong. I DID IT. I AM SORRY. IT WAS MY FAULT.—
Exchange.
CENTRALIZED CONTROL SYSTEM FOR PANAMA CANAL
LOCKS.
The electrical specification, design and manufacture of the
Panama Canal centralized control system may properly be
regarded as one of those undertakings which, from an en-
gineering standpoint, not only arouses a lively interest but also
presents an opportunity for much valuable instruction. The
interest results mainly from the size of the canal project itself,
and the instruction from a consideration of the methods em-
ployed to insure the passage of even the largest ships afloat
across the Isthmus with speed and safety. The complete opera-
tion of the canal locks, terminals and auxiliary equipment
utilizes electrical energy throughout, with the present excep-
tion of the Panama Bailroad, the electrification of which is
under contemplation.
The specifications for the entire generating, lock controlling
and distribution system for operating the Panama Canal were
prepared under the supervision of Mr. Edward Schildhauer,
electrical and mechanical engineer, Isthmian Canal Commission,
COMPARATIVE PROFILES of the western lines of eight trans
continental lines show that the Cadanian Northern has a maximum
grade of .7 per cent with a maximum elevation of 3,706 feet.
The Grand Trunk Pacific comes next with a maximum grade of
1.0 per cent and a maximum elevation of 3,719 feet. The Santa
Fe has the steepest grade, it being 2.6 per cent.
EDWARD SCHILDHAUER,
Elect, and Mech. Engineer, Isthmian Canal Commission.
assisted by a staff of able electrical engineers, including Mr.
C. B. Larzelere, who was closely identified with the lock control
problems, and Mr. W. B. McCann with the generation and dis-
tribution of power. These specifications exhibited great care
and painstaking engineering. They contained every safeguard
that expert engineers could suggest, were exact and explicit in
regard to the results required, yet gave proper range in the
details of accomplishment.
Generation and Distribution.
The power system for the operation of the locks, towing loco-
motives, lights for the locks and buildings, and motors not
directly connected with the lock control, is composed of:
A 7,500 kv-a, 2,200 volt hydroelectric power plant at the Gatun
Dam;
A 4,500 kv-a 2.200 volt Curtis turbo-generator electric power
plant at Miraflores for emergency, lately used to supply power for
construction work ;
A double 44,000 volt transmission line across the Isthmus, con-
necting Cristobal and Balboa with the two power plants;
Four 44,000-2.200 volt substations, stepping down at Cristobal
and Balboa, and up or down at Gatun and Miraflores, depending on
which of the two plants is supplying power ;
Thirty-six 2,200-240 volt transmission stations for power, trac-
tion and light at Gatun, Pedro Miguel and Miraflores locks;
Three 2,200-220-110 volt transformer stations for the control
boards at the locks;
30
RAILWAY MASTER MECHANIC
January, 1914-
Stations at Cristobal and Balboa for coal handling plants,
machine shops and dry docks.
The system of connection throughout employs a double bus,
double switch scheme, with provision for disconnecting any oil
switch for cleaning or repairs without interrupting the circuit.
In the power house and the four 44,000-2,200 volt substations, the
oil switches are solenoid operated and are installed in concrete
cells, above which are concrete fireproof compartments containing
the two sets of buses. In the thirty-six transformer stations in
the lock walls, the oil switches are hand operated. All 2,200 volt
oil switches have disconnecting switches, so arranged that live
parts are completely covered.
For the hand operated switches, a pipe framework supports
vertical metal guides which carry the oil switch operating
mechanism and slate base forming a section of the switchboard
panel. On the guides a lever and toggle mechanism is mounted,
by which the oil switch and slate base may be raised and lowered.
Above the oil switch and mounted on the pipe framework a sta-
tionary cast iron base carries the disconnecting switch studs and
insulators. The high tension leads run to the tops of the dig-
connecting switch studs, and the bottom of each stud is equipped
with contact fingers. On the top ' of each oil switch stud is
mounted a contact blade. When the oil switch is raised, these
blades engage the contacts on the bottom of the disconnecting
switch studs, which thus in the closed position form extensions
of the oil switch studs. The disconnecting switch contacts are
surrounded by insulating shields which prevent accidental contact.
When the oil switch is lowered, it is completely isolated from
the circuit. When the oil switch is raised, it always goes to a
fixed height where it is latched. An interlock prevents the oil
switch from being raised or lowered unless its contacts are open,
precluding the circuit being closed or opened by the disconnecting
switch. In some instances another interlock makes two single-
throw switches a double-throw switch and prevents both switches
being closed at the same time.
For solenoid operated switches, the same form of disconnecting
switch is used; but the solenoid is stationary and the connecting
mechanism to the oil switch has a vertical slotted link which allows
the oil switch to be raised and lowered without being disconnected
from the solenoid mechanism. A mechanical interlock prevents the
raising or lowering of an oil switch while in the closed position.
The instrument and control board for the Gatun generating
station is of natural black slate, as are all the switchboards for
the power system. It is totally enclosed by means of grille work
with doors at each end. The switchboards for the transmission line
substations are of the vertical type, with control apparatus and
mimic connections symmetrically arranged on the middle section
of the panels. The rear of the board is enclosed by means of
grille work with doors at each end.
Power Supply and Control Panels for Lock Machinery Motors.
Current for the lock machinery and towing locomotives is trans-
formed from the 2,200 volt system in the immediate vicinity of
where it is used. There are a total of thirty-six transformer sta-
tions, for all locks, each containing duplicate 200 kv-a. 3-phase
2,200-240 volt transformers for power and one single-phase 25 kv-a.
2,200-220-110 volt transformer for lighting. The stations, nor-
mally fed from the 2.200 volt buses in the 44,000-2,200 volt sub-
stations, can also be operated from the power plants; the sta-
tions at Gatun locks from the Gatun hydro-electric station ; and the
stations at Miraflores and Pedro Miguel from the Miraflores
emergency steam plant.
The motors are started and controlled by contactor panels lo-
cated near them, the contactors of which handle the main motor
currents. These contactors are controlled from the central control
Centralized Control Board for Miraflores Lock.
January, 1914
RAILWAY MASTER MECHANIC
31
Control House at Gatun.
house. The smaller motors, including those for cylindrical valves.
auxiliary culvert valves and miter forcing, are started by being
thrown directly on the line. Two double-pole contactors are used,
one for forward and one for reverse. In the case of larger motors
for miter gate moving, rising stem valves and guard valves, a
starting point with resistance in two legs of the three-phiise cir-
cuit is provided.
In all cases the contactors are operated from the control boards
by three wires, one for forward, one for reverse and a common
return. In the case of panels having a smiting point, the period
during which the motor remains on the resistance is automatically
controlled by a dashpot, so that the starting operation at the con-
trol house is the same, simply energizing a forward or reverse
wire as the case may be. The control connections are arranged in
such manner that each individual machine may be controlled lo-
cally. This arrangement provides for emergency operation should
the control circuits from the central control house be out of order.
Location and Operation of Lock Machinery.
From an operating standpoint the machinery was placed below
the coping of the lock walls, thus affording a clear space for
maneuvering ships and protecting the apparatus from the weather
without erecting numerous houses.
The miteriug gates consist of two massive leaves pivoted on the
lock walls which operate independently of each other. A pair of
gates is located where each change of level occurs and divides the
locks into 1,000-foot chambers. In addition to these gates, at
lake and ocean ends are duplicate pairs of gates used as guard
gates. To handle the vessels of various sizes with the minimum
use of water, mitering gates of the same description as those
above are installed, dividing 1,000-foot locks into two compart-
ments. These gates are termed intermediate mitering gates. When
the mitering gates are closed they are what might be termed
clamped in this position by a device called a miter forcing ma-
chine.
On the top of all mitering gates a foot walk with hand rails is
provided. "When the gates are opened and in the recesses provided
for them in the lock walls, these hand rails would interfere with
the passing of the towing locomotives, except in the case of the
lower guard gates. The hand rails are therefore made to be
raised and lowered. This is done by a motor under the foot walk,
controlled from the lock wall. Near the approach to each foot
walk a controller is located in the lock wall flush with the sur-
face, this controller being operated by a foot push. If the gates
are closed and the hand rails are down, aud it is desired to cross
on the gates, the foot push is pressed and the hand rails are
raised by their motors. This is true not only of the hand rails
on the nearer gate leaf, but of the hand rails on the farther leaf
as well. After passing across, one can, if one desires, press the
foot push on the other side and both hand rails will be lowered.
Or, if one leaves the hand rails up and the gates are opened by
the operator in the control house, they will be automatically low-
ered so as to be out of the way when the gate is in the recess.
When the gates are again closed, the hand rails will automatically
rise again if the foot controller has been operated in the mean
time. The hand rails cannot be raised when the gates are opened,,
and no harm results if the foot switch is operated while the gates
are in the closed position.
The filling and emptying of the locks is accomplished by three
culverts, one in the middle wall and one in each side wall, the flow
of water being controlled by rising stem valves. They are located
in the culverts at points opposite each end of each lock so that
the culvert can be shut off at any desired point for filling a lock
with water from above, or upstream, or for emptying it by allowing
it to flow out and down to the next, lock. Lateral culverts conduct
the water from the main culverts, under the lock chambers, and
up through openings in the lock floors.
The rising stem valves are installed in pairs, and each pair is
in duplicate; also each culvert is divided into two parallel halves
at these valves by a vertical wall. This arrangement reduces the
size of each valve and makes it more easily operated, each valve
being 8 by 18 feet. One pair of duplicates is left open as a
guard, or reserve pair; the other pair is used for operating, so
that in case of an obstruction in the culvert or accident to the
machinery, the duplicate pair can be used.
At the upper ends of the culverts at the side walls, the dupli-
cation is accomplished by three valves in parallel, called the guard
valves. They perform service exactly similar to the rising stem
valves, except that three valves in parallel in this case must con-
form to the same laws as the two in parallel in the other case.
The culvert in the middle wall must serve the locks on both
sides, and to control this feature cylindrical valves are placed in
the lateral culverts that branch out on each side. There are ten
of these on each side of the culvert at each lock.
At the upper end of each set of locks there are two valves in
the side wall for regulating the height of water between the upper
gate and upper guard gate, as it is desired to maintain the level
of the water between these gates at an elevation intermediate be-
tween that of the lake above and that of the upper lock when
the upper lock is not at the same level as the lake. These valves
are called the auxiliary culvert valves.
Centralized Control and Indicating System.
The control boards are installed in control houses located on
the middle walls at points which afford the best view of the locks,
although this view is not depended on to know the position of
the gates or other apparatus, as all are provided with indicators-
on the control board. The control boards are made approximately
operating miniatures of the locks themselves, and are arranged
with indicating devices which will always show the position of
valves, lock gates, chains and water levels, in the various lock
chambers; and with the exception of such machinery as needs only
an "open" or "closed" indication, the indications will be syn-
chronous with the movement of the lock machinery.
For such indication, appliances with commutators, multiple eon-
tacts or ratchet mechanisms would not be suitable because of the
many contacts and small pieces in their construction; and par-
ticularly because devices of this character move step by step and
would not indicate all points in the movement of the main ma-
chinery, such indications being more or less approximate, accord-
ing to the number of steps in the indicating devices. The indi-
cators on the Panama control boards were developed especially for
this undertaking, and show accurately and synchronously every
movement of the machinery to which they are connected, whether
in the extremes of travel or at any intermediate point.
32
RAILWAY MASTER MECHANIC
January, 1914
A complete synchronous indicator consists of a transmitter lo-
cated at and operated by the machine in the lock wall, and a
receiver operating an indicator at the switchboard in the control
house. Both transmitter and receiver have a stationary and a
rotating part. The stators have three-phase windings with leads
from three corresponding equidistant points brougt out and con-
nected together, but not connected to a source of power, the stator
coils being energized by induction from the rotors. The rotors
are bipolar and are connected in multiple and energized from a
110-volt, 25-cycle, single-phase source.
The movement of the lock machinery and with it the connected
transmitter rotor produces a field in the transmitter stator polar-
ized in the direction of the rotor axis, which induces voltage in the
stator coils. This voltage is transmitted by the three-phase con-
nection above mentioned to the receiver stator coils and duplicates
in them but in the reverse direction, the same conditions of polar-
ity and voltage as present in the transmitter. The rotor of the
receiver being energized by the external source in the same di-
rection as that of the transmitter, is reacted upon by the polar-
ized receiver stator until the magnetic axes coincide and the rotors
of both transmitter and receiver are in the same relative position.
Any difference in the position of the transmitter and receiver
rotors causes a difference of potential between the stator wind-
ings with a consequent flow of current and resultant torque, which
again moves the receiver rotor to the same relative position as
that of the transmitter rotor. The receiver rotor follows closely
and smoothly the movement of the transmitter rotor, and conse-
quently imparts to the position indicator a movement identical
with the movement of the lock machine, although on a scale re-
duced to the requirements of the control board. A brief descrip-
tion of the individual synchronous indicators follows.
In the case of the mitering gates, the vertical operating shaft
is connected to a shaft which operates the transmitter machine.
The latfer shaft is threaded and carries a nut on which is mounted
a rack. The rack engages a gear on the rotor shaft, and this turns
the rotor as the gates operate. The mitering gate indicator com-
prises a pair of aluminum leaves, shaped to correspond to the
plan view of the top of the gate, which travel horizontally just
above the top of the board, the hinge ends being connected to
shafts extending down through the surface of the board, where
.
Rising Stem Valve
Indicator.
Water Level
Indicator.
they are geared to the receivers by means of bevel gears. When
the miniature gates are completely opened they are covered by
shields to give the effect of the gates folding back into recesses
in the lock walls.
As the rising stem valves occur in pairs, theft position indi-
cator machines occur in pairs also. The transmitter rotor is
driven by a shaft and gearing similar to that described for the
mitering gates. Each indicator is similar to a small elevator, a car
being used to indicate the position of the valve gate. Both front
and back of the shaft is fitted with opal glass marked with black
lines for the %, Vo and % positions. A small aluminum cage
moves up and down in each compartment. A drum for operating
the cord which raises and lowers the cage is located underneath
the control board and is operated by the receiver through a suit-
able train of gears. To make the indications visible from points
up and down the control board, the elevator shaft under each car
is always illuminated and the portion above is dark.
Water Level Indicators.
The specifications covering the water level indication required
an accuracy of 1-20 of a foot, or 1-10 of 1 per cent in actual water
level. In the transmitters and receivers for the machines described
previously, the rotors turn less than 180 degrees with an inherent
lag of 1% per cent between transmitter and receiver rotors in
this distance, which obviously prevents this arrangement from
being employed to give the water level indication.
It was found that if the rotors were revolved ten complete revo-
lutions, the required accuracy could be obtained; but since this
arrangement makes it possible for the rotors to be in synchronism
every 180 degrees, or in twenty different positions for the entire
travel, the indicators would not indicate correctly if for some rea-
son the transmitter rotors were turned more than one-half revolu-
tion with the power off. Therefore, the required accuracy was
obtained by two sets of transmitters and receivers, one set con-
nected to a fine index in which the rotors make ten complete revo-
lutions and the other set connected to a coarse index operating
less than 180 degrees.
The fine index is a hollow cylinder carrying a pointer, the length
of the cylinder being such that when an aluminum ball represent-
ing the coarse index, which can be depended upon for coarse in-
dication, is within the limits of the cylinder, the reading of the
fine index is correct within the limits specified. The scales are
illuminated by lamps in both base and top caps of the indicator.
For water level indication, wells 36 inches square in the lock
walls with communication to the lock by a small opening at the
bottom of the well to dampen surges contain a welded steel box
float, 30 inches square by 9 inches deep. A non-slipping phosphor
bronze belt transmits the movement of the float to a sheave fitted
with pins on the transmitter mechanism, the pins registering with
holes punched in the belt. The sheave shaft is carried in ball bear-
ings with oil cups for lubrication and drainage cocks at the bot-
tom of the bearings.
The position of the miter forcing machine is not indicated by
synchronous indicators, but its open and closed positions are shown
by red and green lights and a mechanical indicator on the control
board representing the machine.
Control Boards Bepresent Locks in Miniature.
The control boards are of the flat top benchboard type, 32 inches
high by 54 inches wide, built in sections, with total lengths as
follows :
Gatun 64 feet
Pedro Miguel 36 feet
Miraflores 52 feet
The side and center walls of the locks are represented by cast
iron plates and the water in the locks by blue Vermont marble
slabs. The outer edge of the board is surrounded by a brass trim
rail, and the sides are enclosed with steel plates which can be
readily removed for inspection of the board. The control board
is supported by a wrought iron framework resting on base cast-
ings, which are in turn supported on the operating floor of the
control house.
January, 1914
RAILWAY MASTER MECHANIC
33
"""^
2200-Volt A. C. Instrument and Control Board.
Special Climatic Requirements.
To withstand the humid atmosphere of the Isthmus, every in-
sulated part, such as solenoid, relay, circuit breaker and other coils,
was impregnated with non-hygroscopic compounds. All small parts
were made either of brass, copper, Monel metal, bronze, or of
sherardized iron or steel. Mica and treated asbestos lumber were
used largely in place of fiber or wood.
Interesting Manufacturing Details.
Nearly two thousand special drawings were required in their
fabrication, and there were also involved the following unusual
quantities of materials:
Special slate bases 1,300
Small castings 160,000
Screw machine parts 1,200,000
Copper rod and bar 58,000 ft.
Asbestos lumber 9,000 sq. ft.
New patterns 650
New jigs, templates, tools, etc 625
Porcelain parts 18,000
Special bus supports 6,800
Gal. pipe (framework) 21,000 ft.
Special gears 2,300
Special instruments 640
Miscellaneous sherardized pieces 300,000
Cases for boxing 4,150
The combined weight of the centralized control boards for Gatun,
Pedro Miguel and Miraflores is about thirty-nine tons. In their
construction there is employed —
More than 2% miles of interlocking rod.
About six million feet of control leads — made up in five and
■eight-conductor cables.
Seven hundred and thirty-two motors.
Four hundred and sixty-four switches.
All of the lock machinery motors, control panels, centralized
control boards, power station generating apparatus, switchboards,
transmission line substation equipments, coaling stations, and prac-
tically the entire electrical equipment for the wharf terminal
cranes and for the extensive permanent repair machine shops were
manufactured by the General Electric Company.
E. C. LaCoss succeeds C. L. Perrin as foreman of the Atchison,
Topeka Sr Santa Fe at Vaughn, N. M.
E. T. Mullen succeeds Charles Johnson as foreman of the
Atchison, Topeka 4" Santa Fe at Seligman, Ariz.
A. J. Cunningham has been appointed foreman of the Atchison,
Topeka Sr Santa Fe at Barstow, Cal., succeeding C. D. Mack.
F. W. Boardman succeeds W. Sennott as master mechanic of
the Baltimore 4' Ohio at Eastside, Philadelphia, Pa.
M. T. Nash has been appointed general locomotive foreman of
the Baltimore Sr Ohio at Holloway, O. He succeeds H. Ainscough.
G. A. Schaiffn succeeds J. J. Foley as general locomotive fore-
man of the Baltimore 4~ Ohio at Weston, W. Va.
E. E. Hoover succeeds J. A. McGuire as general locomotive
foreman of the Baltimore 4~ Ohio at Holloway, O.
E. J. Creel has been appointed general locomotive foreman of
the Baltimore Sr Ohio at Painesville, O.
F. T. Summers succeeds J. H. Agar as general car foreman of
the Baltimore Sr Ohio at Garrett, Ind.
J. D. Beltz has been promoted to road foreman of engines
of the Baltimore Sr Ohio with office at Pittsburgh, Pa.
G. N. Gage has been appointed assistant road foreman of
engines of the Baltimore Sr Ohio with headquarters at Kock-
wood, Pa.
F. S. Deveny has been appointed road foreman of engines of
the Baltimore Sr Ohio with office at Chicago Junction, O.
J. C. Basford has been appointed road foreman of engines of
the Baltimore Sr Ohio with office at Philadelphia, Pa.
J. P. Haran has been appointed general foreman of the Balti-
more 4' Ohio South Western with office at East St. Louis, 111. He
succeeds J. F. Kane.
J. W. Neill succeeds J. P. McAnany as master mechanic of the
Canadian Pacific with office at Moose Jaw, Sask.
George Logan has been appointed general foreman of the
Chicago Sr North Western at Clinton, la., succeeding C. D.
Ashmore.
W. H. Halsey succeeds George Logan as general foreman of
the Chicago Sr North Western at Missouri Valley, la.
L. Chapman succeeds W. H. Halsey as shop foreman of the
Chicago Sr North Western at Chadron, Neb.
John J. Murphy succeeds L. Chapman as shop foreman of the
Chicago Sr North Western at Norfolk, Neb.
Herman Witte has been appointed shop foreman of the Chi-
cago 4~ North Western at Fremont, Neb. He succeeds John J.
Murphy.
C. K. Fryant has been appointed shop foreman of the Chicago
4" North Western at Wyeville, Wis., succeeding G. Schimming.
Frederick A. Delano has been elected president of the Chi-
cago, Indianapolis Sr Louisville, to succeed Fairfax Harrison, re-
cently elected president ofi the Southern. Mr. Delano was born
at Hong Kong, China, September 10, 1863, graduated from Har-
vard University and began his railway career in 1885 as ma-
chinist apprentice in the shops of the Chicago, Burlington &
Quincy, at Aurora, 111. For two years he was in charge of the
bureau of steel rail inspection tests and records; from April,
1889, to July, 1890, assistant to the second vice-president of the
same road, and from July, 1890, to January 31, 1899, superin-
tendent of freight terminals at Chicago. He was superintendent
of motive power of the Chicago, Burlington & Quincy from
February 1, 1899, to July 1, 1901, and general manager from
July, 1901, to January 10, 1905. In March, 1905, he became-
consulting engineer to the War Department and the Philippine
Commission and was elected first vice-president of the Wabash
on May 1, 1905. In October, of the same year he was chosen
president. He was also president of the Wheeling & Lake Erie
E. B. from May 1, 190.">. to 1908 and since May, 1905, has been
34
RAILWAY MASTER MECHANIC
January, 1914
F. A. Delano.
president ol the Wabash Pittsburg Terminal Ry. He has been a
receiver of the Wabash Railroad since December. 1911. until Ms
present appointment.
C. W. Jones has been appointed general manager of the first
district of the Chicago, hod Island $ Pacific with office at Des
Moines, la., succeeding W. M. Whitenton, resigned.
F. J. Easley has been appointed assistant general manager of
the first district of the < h cago, Bock Island 4' Pacific with office
at Des Moines. la. He succeeds T. H. Beacom, promoted.
T. H. Beacom h:>s been appointed assistant general manager of
the third district of the Chicago, Rock Island t}- Pacific with office
at El Reno. Okla. He succeeds ('. W. .Jones, transferred.
R. W. Pritchard has been appointed assistant superintendent
car department of the Chicago. Hock Island 4' Pacific with office
at Chicago.
R. C. Hyde, master mechanic of the Chicago. Bock Island 4'
Pacific, has been transferred from El Dorado. Ark., to Manly.
la., succeeding F. W. Williams, resigned.
W. J. Eddy lias been appointed master mechanic of the Chi-
cago, Bock Island 4' Pacific, at El Dorado. Ark., succeeding R.
I . Hyde. Mr. Eddy was formerly inspector of tools and ma-
chinery at Chicago.
William Garstang. general master car builder of the Cleveland.
I cinnati, Chicago § St. Louis, retired from railway service on
William Garstang.
the first of the year, after having served -jO years in the mechanical
department. Mr. Garstang was born in England in 1851 and in
1862 did his first work in railroading by carrying water for
the contractors on track laying work between Fort Erie and
Niagara. In December. 1863 he entered the mechanical depart-
ment as a machinist apprentice on the Cleveland & Erie at
Cleveland, O. He remained here six years, in the meanwhile
attending night school. Following this period, he spent eleven
years as machinist and general foreman of the Atlantic & Great
Western and the Xew York, Pennsylvania & Ohio; three years
as general foreman on the Pennsylvania and five years as master
mechanic of the Cleveland, Columbus, Cincinnati & Indianapolis
^now the Big Four). In 1SSS he was appointed superintendent
of motive power of the Chesapeake & Ohio and in 1893 accepted
a similar position on the Big Four. A year ago his title was
changed to general master car builder and he has since served
largely in an advisory capacity. Mr. Garstang was president
of the American Railway Master Mechanics' Association in 1894
and 1895 and has been connected with that association about
thirty-five years. For the past twelve years he has been chairman
of the Master Car Builders' committee on standard wheels.
J. P. Griffin, road foreman of engines of the Chicago 4' Alton
at Slater, Mo., has resigned.
Geo. McLean has been appointed car foreman of the Chicago
Great Western at Oelwein, la., succeeding W. R. Lutem.
G. F. Hennessey has been appointed general car and locomo-
tive foreman of the Chicago, Milwaukee 4' St. Paul at Marion, la.
Frank R. Joxes has been appointed foreman of locomotive
repairs of the Chicago, St. Paul, Minneapolis 4' Omaha with office
at Omaha, Neb.
F. I. Plechner has been appointed assistant purchasing agent
of the Great Northern with office at St. Paul, Minn.
.1. B. Haslet has been appointed locomotive foreman of the
hern at Breekenridge. Minn. He succeeds Wm. Krier.
J. P. Cooney has been appointed locomotive foreman of the
Great Northern at Casselton, X. D., succeeding J. T. Murtinger.
Oscar Anderson succeeds W. E. Johnston as car foreman of
the Great Northern at Skykomish, Wash.
John Kruttschnitt has been appointed mechanical inspector
of the Ulii \ral with office at Chicago.
Frank McManamy has been appointed chief of the division
of locomotive boiler inspection of the Interstate Commerce Com-
mission, succeeding the late John F. Ensign.
Wm. Baker has been appointed road foreman of engines of
the Lehigh Valley with office at Wilkes-Barre, Pa.
J. I. Keiper succeeds John Roney as road foreman of engines
of the Lehigh Valley at South East on. Pa.
H. Kugler has been appointed road foreman of engines of
the Lehigh Valley at Buffalo. X. Y.
L. W. Englehart succeeds B. F. Gram as traveling engineer
of the Minneapolis, St. Paul 4' Sault Ste. Marie with office at
Glenwood. Minn.
E. W. Hartolgh has been appointed car foreman of the
Missouri, Kansas $ Texas with office at St. Louis, Mo.
C. B. Randall succeeds W. A. Curley as master mechanic of
the Missouri Pacific at Yan Buren, Ark.
W. A. Curley succeeds W. J. McKiernan as master mechanic
of the Missouri Pacific with office at Monroe, La.
F. H. Edmonds has been appointed traveling car inspector of
the Missouri Pacific with office at Little Rock. Ark. He succeeds
C. F. Mase.
I". Mase succeeds J. Bowman as general foreman car de-
partment of the Missouri Pacific with office at Argenta. Ark.
M. R. Ducey succeeds D. E. Moodie as storekeeper of the
Mobile 4' Ohio at Meridian, Miss.
John H. Peyton has been elected president of the Xashville.
Chattanooga 4' St. Louis, succeeding the late John W. Thomas.
Jr., effective April 1, 1914. Mr. Peyton is assistant to the
president of the Louisville & Xashville.
January, 1914
RAILWAY MASTER MECHANIC
35
W. F. Owex has been appointed receiver of the New Orleans,
Mobile 4' Chicago with office at Mobile, Ala. Mr. Owen was
formerly president and general manager.
J. W. Sasser succeeds J. E. Gould as superintendent of motive
power of the Norfolk Southern with office at Norfolk, Va.
M. S. Montgomery has been appointed road foreman of
engines of the Northern Pacific with office at Duluth, Minn.
W. V. Wicks has been appointed road foreman of engines of
the Northern Pacific with office at Jamestown, X. D.
S. Olsox, general shop foreman of the Oregon Short Line, has
been transferred from Ogden, Utah, to Pocatello, Ida.
J. E. Stoxe has been appointed general shop foreman of the
Oregon Short Line at Ogden, Utah.
J. M. Hexry, as announced in our last issue, has been ap-
pointed superintendent of motive power of the western Pennsyl-
vania division of the Pennsylvania. Mr. Henry was born in
Altoona, Pa., October 10, 1S73. He graduated from Purdue
University, and started work for the Pennsylvania in 1889, as
messenger. He worked as machinist in the Altoona machine shops
during his vacations while at college, and after he graduated,
in 1900, he went to work as machinist. He was made inspector
in 1901 and in 1902 was made assistant engineer of motive
power in the office of the superintendent of motive power on the
old Philadelphia and Erie railroad. He was appointed master
mechanic in 1903, and served in that capacity on the Elniira,
Eastern, Willi amsport, Buffalo and Philadelphia Terminal divi-
sions. He was promoted to superintendent of motive power on
December 1. 1913.
J. D. Wallex has been appointed car shop foremau of the
Pennsylvania at Oil City, Pa., succeeding J. F. Lichtenfels.
W. C. Lixder succeeds J. E. Buff as ear shop foreman of the
Pennsylvania at Shire Oaks, Pa.
A. H. Shoup has been appointed car shop foreman of the
Pennsylvania at Cresson, Pa. He succeeds D. Hengstler.
J.. J. Deitche has been appointed general foreman of the Pere
Marquette at Chicago succeeding E. W. Hartough.
F. J. Harper has been appointed traveling piece work inspector
of St. Louis 4' San Francisco with headquarters at Springfield, Mo.
J. M. Davis, general superintendent of the Southern Pacific at
San Francisco, has resigned, effective January 1. It is said that
he will become general manager of an eastern road.
J. OToxxor has been appointed master mechanic of the
statoi Island Eapicl Transit, with headquarters at Clifton, N. Y.
The position of assistant master mechanic has been abobshed.
M. Merrymax lias been appointed general storekeeper of the
Western Maryland, with office at Hagerstown, Mil.
OBITUARY.
A. B. Phillips, general foreman of the Denver 4' Bio Grande,
at Salt Lake City, Utah, died on December 6.
D. A. Joxes, president of the Mississippi Eiver 4" Bonne Terre,
died on December 7 at St. Louis, Mo.
B. Boutet, assistant interchange inspector at Cincinnati, died
on November 15. 1913. He was a brother of Henry Boutet.
J. W. Thomas, Jr., president and general manager of the
Xashville, Chattanooga 4' St. Louis, died on December 17, at
Nashville, Tenn. He was 57 years of age. Death was due to
pneumonia.
mang^fe ISI&nufacturens
HEAVY CROSS-COMPOUND, TWO-STAGE AIR COMPRESSOR.
The Delaware. Lackawanna & Western has recently installed in
its Kiser Valley shops at Staunton, Pa., a Chicago Pneumatic
2.500-foot, two-stage compressor, equipped with Corliss cross com-
pound steam cylinders and designed for the highest steam economy
and resulting minimum fuel consumption.
The illustration shows the compressor on the testing floor of
the Franklin, Pa., shops of the Chicago Pneumatic Tool Co., it
being the practice of the company to completely assemble and
thoroughly test all machines previous to shipment.
This unit has steam cylinders 19 in. and 31 in. in diameter, re-
spectively, for the H.P. and L.P., the L.P. air cylinder being 28
in. and the H.P. 17 in. in diameter, with a common stroke of 26 in.,
the free air displacement being 2.500 cu. ft. per minute at 135
R.P.M.. which is the maximum speed for which the air and steam
valves and parts are designed. Steam and exhaust valves are of
the Corliss type, operated by a simple system of links connected to
wrist plates, which in turn are driven from eccentrics on the crank
shaft, the entire valve gearing of the machine being simplified
as far as possible or practicable and operating quietly at the
highest speeds.
Variable delivery of air to meet the demands is at all times
provided for the application of a sensitive speed governor and
air pressure regulator operating on the steam valve gear to mo-
mentarily change the point of cut off by a sufficient amount to
allow the compressor to assume the speed to correspond to the air
load. As this load is constant per stroke the M.E.P. and conse-
quently the point of cut off at the steam end is practically con-
stant regardless of the speed this gives an opportunity for the em-
ployment of compound cylinders exactly proportioned for the
steam conditions, and permitting of economies far exceeding those
of constant speed engines.
A minimum power consumption is obtained by a carefully de-
signed air end. which, as shown in the illustration, includes a very
large intercooler. through the employment of which air is deliv-
ered to the H.P. cylinder at very nearly the temperature of the
atmosphere, this being the ideal condition in the economical com-
pression of air.
Friction losses in this type of % compressor are reduced to a
minimum, due to the employment of large pins and bearings
throughout, the maintenance of perfect alignment through the
use of continuous sole plates beneath the cylinders, the exclusion
of dust and dirt by the enclosed construction, and particularly to
the unexcelled system of positive lubricating at all speed--.
Heavy Cross Compound Two-Stage Compressor.
THURMAN CAR CLEANER.
Although the vacuum cleaner has proved itself a valuable piece
of apparatus in the home, it is a device which proves especially
adaptable for the cleaning of railway coaches. The Thurman
Vacuum Cleaner Co., St. Louis, Mo., has placed on the market
a combined compressed air and vacuum method of cleaning which
is an improvement on the straight vacuum method. When the
car has reached the terminal yard, a hose from the yard air
line is taken into the car and attached to the dust tank shown
36
RAILWAY MASTER MECHANIC
January, 1914
in the illustration. This tank can easily be carried by one
man and it therefore requires but 25 feet of one inch
vacuum hose.
The compressed air is first used to blow cinders and dust
out of the crevices as the vacuum tools cannot reach them in
out of the way corners. After this work is done the compressed
air hose is attached to the vacuum producer and the cushions,
bedding and floors are cleaned by suction. The cost of the
apparatus is low and the equipment includes all tools necessary
to properly clean passenger cars.
The "type A" outfit is made of pressed steel in two parts, to
which is attached the aspirator or vacuum producing apparatus.
The aspirator has an orifice Ys" in diameter, through which the
compressed air passes and produces a large inrush of air with at
least 12 inches of vacuum mercury column. The dust screening
apparatus on the inside of this tank consists of a novel arrange-
ment of the cloth so as to get a large area in a small space. The
tank is emptied from a screw hand hold at the bottom. The bul-
letins explain how the system works. A compressed air supply of
from 60 to 75 pounds is ample, about 20 cu. ft. per minute being
required for each cleaner.
On many interurban electric lines the air supply is obtained
from the air brake pump when the car is in the terminal; while
on steam roads, the air supply is obtained from the pipe line in
the terminal yards.
The Chicago & Alton, Louisville & Nashville, Grand Trunk
Pacific and some other roads have been using these devices for
about five years. On the Chicago & Alton, at the St. Louis yards,
it is claimed that one man can clean fourteen regular passenger
coaches per day. The system is also in use on the Wheeling and
Lake Erie, Delaware & Hudson, M. K. & T., Imperial Railways of
Russia, International Sleeping Car Company, Paris, France, and
many other roads in this country and Europe.
HALL-SCOTT MOTOR CAR.
A gasoline motor car for railway passenger service, a number
of which have been in successful operation for several years,
is shown in the accompanying illustrations.
The car is radically different in design from others which
are manufactured commercially in that, while direct mechanical
drive is employed, the engine is mounted on the car body and
is not subjected to the more or less severe vibration of the trucks.
The automobile principle of transmission is employed as will
be seen by inspection of the drawing. The drive consists of a
steel shafting in two sections running directly from the gasoline
engine to the transmission on rear truck. The first portion of
this shafting is suspended between two 7" I beams running
entire length of car, and is supported upon babbitted journal
boxes, which in turn are securely bolted to the 7" members. The
second section is a short shaft with toggle and slip joints at
either end to take care of the side, and up and down motion
of the truck. This shafting and toggle joints are of such heavy
construction as to allow of continuous service without attention,
excepting to keep shaft boxes and joints filled with grease.
Connection between the engine and shafting is by means of a
split, steel baud clutch lined with a non-burn material, located
Compressed Air- Vacuum Car Cleaner Operating on Car Seats.
in an accessible position in engine room, and actuating upon a
cast steel pulley. Clutch operation is by hand or foot lever,
allows of absolute clearance of the band when in release position
without drag, a maximum amount of slip without burning, and a
positive lock when thrown into holding position.
Connection between the shaft and driving axle is by means
of an axle mounted transmission, allowing of four selective type
speed changes, in either direction, without reversal of the engine.
The transmission is built up of three east steel casings securely
bolted together, of a design to allow of easy access to the driving
gears. The transmission is suspended upon the front axle of
rear truck in the same manner as found in electric motor axle
suspension, with journal boxes cast integral with the steel case
and removable journal brasses. The third point of suspension is
by steel nose support resting upon hardened flat steel members.
The spur and bevel gears used in transmission are cut from
high carbon cast steel or steel forgings, as has been found best
suited to their position and the work imposed upon them, heat
treated and hardened. The transmission drive shafts are ma-
chined from solid billets of forged steel and heat treated. These
shafts are supported at ends in roller bearings. All of the drive
gears run in a bath of oil, the case being oil tight and dust
proof.
Following is a table showing conservative figuring covering the
cost of operating Hall-Scott type M-6, 150 H.P. gasoline motor car
1*1 I. Ill' H IU \
■OliIUHMMII
WCLLS.rARCO&C*
EXPRESS
.-««■
'
< <l W I' V \ N
Hall-Scott Composite Motor Car.
January, 1914
RAILWAY MASTER MECHANIC
37
Hall-Scott Motor Car With Trailer.
equipment, using distillate for fuel:
Cost per mile for distillate $0,023
(Figuring distillate at 8c per gallon, and operation of
three miles on one gallon.)
Cost per mile for lubricating oil 008
(Figuring lubricating oil at 40c per gallon.)
Cost per mile for operators 044
(Figuring salaries to conductor and motorman at $200.00
per month.)
Cost per mile repairs and renewals 010
(Figuring $50.00 per month for all repairs and renewals
to car body, trucks, and power plant.)
Cost per mile for depreciation 025
(Figuring 10 per cent per year on cost of car at $14,000.)
Total operative cost $0.11
It is especially noteworthy that this four speed change trans-
mission allows of a remarkable flexibility in control, the handling
of a heavy tonnage of rolling stock in yard switching, handling
trailers over grades, and other heavy work which has heretofore
been thought impossible for the motor car, and at the same time
provides a high gear ratio so that the car may be operated at a
high speed for level track work.
The car bodies are constructed according to the specifications
of the railway companies and the cars are entirely built in the
shops of the Hall-Scott Motor Car Co., which are located at
West Berkeley, Calif. The offices of the company are in the
Crocker Bldg., San Francisco, Calif.
and when to this feature is added in combination self -oiling bear-
ings, replaceable handles and removable bushings or bearings,
the result would justify the claim of the manufacturer that
nothing has been left undone to reach the ideal of truck con-
struction.
The St. Louis Truck & Manufacturing Company is offering 24
standard models of 2-wheel trucks and 30 standard models of
4-wheel trucks that embody these important features. The nose-
piece and side bars are forged in one piece of open hearth steel,
thereby forming one solid frame, having no welds to weaken and
break under load and no bolts to loosen. The crossbars are made
of high carbon angle steel hung over sides of truck frame and
riveted to it, and form a pocket for the short wooden handlebars.
These wooden handlebars are held in place without being bolted
or drilled, thus getting the full strength of the fibre of the wood
and absorbing the vibration of the truck before it is communi-
cated to the hands of the operator. The pedestals are provided
with removable bushings or bearings, and the entire truck is so
constructed as to provide for iustantaneous repair with the use
of a wrench only, and without putting it out of service for a
moment.
These trucks are in service on many railroads, and are being
marketed through the Kelly-Derby Company, Chicago, and The
Van Nest Company. Xew York City.
ALL STEEL SELF OILING WAREHOUSE TRUCKS.
The manifest superiority of steel trucks for heavy warehouse
duty as compared to those made of wood has been demonstrated.
GRIP NUTS ON KNUCKLE PINS.
In the running gear of a locomotive the necessity for reliability
in the fastenings of the rods, is, of course, paramount. The Grip
Nut Company, in the development of a knuckle pin nut has been
subjected to criticism, but the experience of such railways as have
Plan and Elevation of the Chassis of the Hall-Scott Motor Car. Showing Power Plant and Transmission Arrangement.
38
RAILWAY MASTER MECHANIC
January, 1914
All Steel Trucks.
adopted the grip nut for application to the pins has been such as
to dispel all fear of its failure.
One road has had its engines equipped with grip nuts in this
application for more than a year, and the advisability of the
practice was determined after numerous experiments, the success
of which removed all doubt as to the safety of the equipment.
It is stated that twelve railways now have from one to fifteen
engines, each, so equipped.
Grip Nut Designed for Locomotive Knuckle Pins.
The nut as designed for knuckle pins is illustrated herewith.
In application it is set up ayainst a thin nut of standard thread.
While it is not necessary to jam the nut in turning it on, the rail-
ways in some cases have made this the practice. The resistance
to removal is so great in either case that there can be no chance
foi it- working off with the vibration of the moving parts.
^fi^Sellingf >Side
__
Edward l\ Williams, formerly disbursing officer of the Panama
Canal and treasurer of the Canal Zone, has been elected treasurer
of Mc< lord & Co.
The Railroad Wateb & Coal Handling Co. has been formed,
with offices at 537 South Dearborn street, Chicago. The officers are:
M. D. Miller, president; T. S. Leake, vice-president, and W. F.
Leake, secretary and treasurer. Each of the officers has had a
large amount of railroad experience. Mr. Miller having had twenty-
six years' experience in railroad water service; T. S. Leake thirty-
three years ' experience with buildings and coal chutes, and W. P.
Leake twenty-two years' experience with buildings. The firm
will construct water and coaling stations, make investigations con-
cerning water supply, design treating plants and handle a general
line of pipe and fittings, water tanks, gas engines and pumps.
R. E. Derby has severed his connection with the Kelly-Derby
Co., Chicago, and will engage in another line of business.
W. A. Allen, formerly with the Carnegie Steel Co., has been em-
ployed as commercial engineer for the R. D. Nuttall Company.
Pittsburgh, Pa.
Robert M. Smith, formerly general sales manager of Mudge &
Co., has opened a sales agency in New York City.
L. M. Wood has accepted a position as sales manager of the
Menominee Elec. Mfg. Co., Menominee, Mich., manufacturers
of fans, vacuum cleaners and small motors. He was formerly
with the Wesco Supply Co.
T. A. Griffin, president of the Griffin Wheel Company, Chi-
cago, has been elected chairman of the board of directors, and
W. H. Snedaker, local manager of the company's plant at Tacoma,
Wash:, has been elected a vice-president, with office at Tacoma.
F. L. Whitcomb has been elected president of the Griffin Wheel
Co., with office at Chicago, 111., succeeding Thomas A. Griffin. Mr.
Whitcomb was born at Worcester, Mass., and was connected with
a wool house in Boston from 1882 to 1884. Later he engaged in the
boot and shoe business at Cleveland, 0. From 1886 to 1888, he was
in the purchasing department of the Atchison, Topeka & Santa
Fe at Topeka and Chicago. He has been with the Griffin Wheel
Co. since 1888 and was general sales agent until 1909. In
1909 he was elected vice president, which position he held until
his recent appointment.
The American Mason Safety Tread Company, of Boston, was
awarded a gold medal at the International Exposition of Safety
and Sanitation, held during December in the Grand Central
Palace, New York City.
The Pittsburgh Steel Products Co., of Pittsburgh, Pa., has
opened an office at 1933 Railway Exchange Building, St. Louis,
Mo. It will be in charge of A. F. McCoole, manager of sales,
and C. F. Palmer, supervisor.
The Solvay Process Co. has moved its New York office from
100 William street to the 42nd Street building, Madison avenue
and 42nd street.
J. W. Hibbard, treasurer of the Grip Nut Company, with
office at 500 Fifth avenue, New York, retired from the business
of that company on November 1 and is taking advantage of this
opportunity to take a much-needed rest and will spend a year
or two in travel in an endeavor to improve his health.
T. N. Jacob, of East St. Louis, 111., the chief engineer of the
East Side Levee and Sanitary District of that city, from its
organization, has resigned to engage in private practice, with
office at the Cahokia building, East St. Louis, 111.
The Railway Utility Company. Chicago, has discontinued its
branch office in Vancouver, B. C.
The Hyman-Michaels Company of Chicago has secured a con-
tract for 300 tons of 80 pound rails to be used in the concrete
construction of the U. S. sub-treasury vaults now being built at
San Francisco. This firm makes a specialty of taking railway
scrap material and putting it into shape in its own plant. The
plant is completely equipped with cranes, acetylene cutting appa-
ratus and shears, and recently a standard inspection bureau has
been installed in connection with the rail department. The
1 1 yman -Michaels Company is composed of the Block interests of
the Block-Pollak Iron Co.
John P. Xeff has been elected a vice-president of the American
Arch Co. Mr. Xeff was born at La Fontaine, Ind., May 2. 1>74.
In 1S95 he was graduated from the mechanical engineering de-
partment of Purdue University and entered the service of the
Chicago & North Western as a special apprentice. During the
greater part of his special apprenticeship he was in charge of the
locomotive testing plant where a very considerable amount of re-
search work was being carried on. Following this he served as a
machinist; assistant roundhouse foreman at Chicago; division
foreman of the motive power department at Waseca, Minn., Octo-
ber, 1899, to May, 1901 ; master mechanic at Huron, S. D., May.
January, 1914
RAILWAY MASTER MECHANIC
39
Allison.
Alan Lichtenhein.
Ralph G. Coburn.
1901. to September, 1902; master mechanic of the Western Iowa
division, with headquarters at Boone, Iowa. September, 1902, to
July. 1904. In 1904 he left railroad service to take a position as
engineer of tests of the American Locomotive Equipment Com-
pany. In 1906 he was made mechanical engineer of that com-
pany, and succeeded to a similar position with the American Arch
Company when it was formed in 1910. In March, 1912, he was
made assistant to the president of the American Arch Company,
which position he held until his recent election as vice-president.
Frank A. Purdy, who was recently appointed sales manager of
the Gold Car Heating & Lighting Company, and the Canadian
Gold Car Heating & Lighting Company, joined the sales force
of the former concern in 1905. When the latter company was
organized, January 1, 1907, he was appointed its manager and
has held that position until his recent promotion.
William L. Allison has been elected a vice-president of the
American Arch Co. Mr. Allison was born near Salisbury. X. C .
March 20, 1876. He was educated at the Davis Military School,
Winston-Salem, X. C. and received a United States Military
Academy appointment, but did not graduate. He entered the
government service as United States deputy marshal, which posi-
tion he held for three and a half years. From March, 1898. to
January, 1904, he was employed by the Baldwin Locomotive Works
in various capacities, the last year of his service with that com-
pany being as engineer of tests. From January, 1904. to August,
1909. lie was mechanical engineer of the Atchison, Topeka & Santa
Fe. witli headquarters at Chicago. In 1909 he became identified
with the Franklin Railway Supply Co.. and for two years was
mechanical manager, with office at Xew York. Since that time
he has been western sales manager, with office at Chicago, and has
also been western sales manager of the Rome Merchant Iron Mills
and the Economy Devices Corporation, and general western sales
manager of the American Arch Co.
Walter H. Coyle has been elected second vice-president of the
Franklin Railway Supply Co. Mr. Coyle was born at Salamanca,
X. Y.. December 27, 187S. Four years later his family removed
to Meadville. Pa., and Mr. Coyle was educated in the public schools
of that place. After leaving school he was for eleven years in
the service of the Erie Eailroad in various capacities in the
mechanical and traffic departments. In January, 1905, he became
identified with the Kent Manufacturing Co., Kent, Ohio, and in
June of the same year entered the mechanical department of the
Franklin Railway Supply Co., with headquarters at Franklin, Pa.
In June. 1911, he was made assistant to the vice-president, with
headquarters at Xew York, and was placed in charge of the sales
department of the central territory, which position he held until
his election as second vice-president, as noted above.
Ralph G. Coburn has been appointed eastern sales manager of
the Franklin Railway Supply Co., with headquarters at New York.
Mr. Coburn was born at Boston in 1882. He graduated from
Harvard in 1904. and entered the service of the American Glue
Co. He remained with that company about four years, being
J. P. Neff.
Frank A. Purdy.
Walter H. Coyle.
40
RAILWAY MASTER MECHANIC
January, 1914
in charge of its western factories and having his headquarters at
Des Moines, Iowa, and Chicago. On May 1, 1909, he opened the
Chicago office of the Franklin Bailway Supply Co., as resident
sales manager. On June 1, 1911, he was made assistant to the
vice-president, in charge of eastern-southern territory, with head-
quarters at New York, which position he held until his appoint-
ment as eastern sales manager.
Alan Lichtenhein has been promoted to Canadian sales man-
ager of the Franklin Bailway Supply Co., with office at New York.
Mr. Lichtenhein was born May 24, 1887, and is a graduate of
both Williams College and the Harvard Law School. Upon the
death of his father, who for many years occupied a very promi-
nent position in the Canadian railway supply field, he entered the
service of the Franklin Railway Supply Co. in Canada, and now
succeeds to his father's position in charge of Canadian sales of
that company.
E. M. Chadwick, formerly with the Fairbanks Co., has been
appointed manager of the Buffalo branch of Manning, Maxwell &
Moore, railway and machinists' tools and supplies and electric
traveling cranes; and D. A. Hamilton, formerly with the Beed
Prentice Company, of Worcester, Mass., has been appointed
assistant at Manning, Maxwell & Moore's Detroit branch.
At the First International Exposition of Safety and Sanitation,
Frank M. Gilmore.
held recently in New York, the American Abrasive Metals Com-
pany was awarded a gold medal diploma for its Feralun Safety
Treads which have extensive uses for anti-slip surfaces where
people must walk.
OBITUARY.
Frank M. Gilmore, president of the E. D. E. Co., died at his
home in Chicago on December 18, of Bright 's disease. Mr. Gil-
more was born 49 years ago, at Boston, Mass., but had made
his home in Chicago for the past 22 years. A considerable
portion of this time was spent with H. W. Johns-Manville Co.
About two years ago he left this firm to organize the E. D. E.
Co., dealing in car insulation and refrigerator car specialties.
He was well known in the railway field, especially through the
South and Southwest, where he traveled for many years while
with the H. W. Johns-Manville Co. His death was sudden and
his many friends will greatly miss him.
Bobert C. Totten, president of the Nickel Chrome Chilled Car
Wheel Co., has passed away. Mr. Totten was born in Pitts-
burgh on January 6, 1833, and lived in that city most of his
life. His father was one of the earliest founders in Pittsburgh
and organized the old Fort Pitt Foundry. In 1850, Mr. Totten,
at the age of 17 years, entered the foundry and continued in
that business until about 1891. Since that time he had been
engaged to a greater or less degree in the study of metallurgy,
in connection with improvements in chilled iron castings.
Edward L. Adreon, SR., vice-president of the American Brake
Co., died at his home in St. Louis on- December 29. Death was
sudden and was due to the bursting of a blood vessel in the
stomach. Grief over the recent death of his son, E. L. Adreon, Jr.,
undoubtedly had affected him also.
Mr. Adreon was born in St. Louis on December 23, 1847, and
was educated at Wyman's St. Louis University. He entered the
E. L. Adreon. Sr.
office of the comptroller of the city of St. Louis in 1865 and re-
mained there twenty years, being twice elected to the office of
comptroller during the period from 1877 to 1885. From April,
1887, to 1910 he was vice president and general manager of the
American Brake Co., and since that time has been vice president
of the company. Since 1888 he has also been southwestern man-
ager of the Westinghouse Air Brake Co.
In the past he has held the following offices: Secretary and
treasurer, Westinghouse Automatic Air & Steam Coupler Co.;
director, Adreon & Co.; president, Bailway Supply Manufacturers'
Association; president, Emery Pneumatic Lubricator Co.; vice
president and director, Broadway Savings & Trust Co. He was a
member of the following organizations: Business Men's League,
Manufacturers' Association, Latin-American Club, St. Louis Be-
publican Club, Noonday Club, Mercantile Club, St. Louis Club,
Missouri Athletic Club, Adirondack League, Sons of the American
Bevolution, St. Louis Railway Club, Aero Club, Air Brake Asso-
ciation, Masons, A. O. U. W., and Legion of Honor.
Mr. Adreon combined in a most eminent degree the qualities
necessary to the successful manager. In addition to his thorough-
ness, his insistence on prompt and correct work, he had the human
qualities that endeared him to his subordinates — geniality, kind-
ness, magnanimity. He inspired them with enthusiasm and loy-
alty, and there are few if any managers who have been able to
get out of their employees so much work done in the same devoted
spirit. They might not have done it for an impersonal company,
but they did it gladly out of their personal regard for Mr. Adreon.
His dealings with the patrons of the company were always marked
by fairness and liberality, and the good impression thus made on
the railroad and locomotive companies of the country has been a
business asset beyond computation. Without in the least dis-
paraging the able labors of others, it must be set down as a fact
that to Mr. Adreon more than to any one man is due the success
and present high standing of the American Brake Co. For a
quarter of a century he was with it as its guiding spirit; to it he
gave the best endeavors of his life, and it stands a living monu-
ment to his genius, energy and devotion.
February, 1914
RAILWAY MASTER MECHANIC
41
Mastermechsnic
The World's Greatest Railway Mechanical Journal
Published at the World's Greatest Railway Center
Established 1878
Published by THE RAILWAY LIST COMPANY
WILLIAM E. MAGRAW. Pres. and Treas.
CHAS. S. MYERS, Vice-Pres. L. F. WILSON, V. P. & Editorial Director
C. C. ZIMMERMAN, Bue. Mgr. OWEN W. M1DDLETON, Editor
J. M. CROWE, Mgr. Central Dial. KENNETH L. VAN AUKEN, Editor
DALTON R1SLEY, West. Mgr.
Office of Publication : Manhattan Building, Chicago
Telephone, Harrison 4948
Eastern Office: So Church Street, New York
Telephone, Cortlandt 5765
Central Office: House Bldg., Pittsburgh, Pa.
Address all editorial and business communications to the Com-
pany, at Chicago.
A Monthly Railway Journal
Devoted to the interests of railway motive power, car equipment,
shops, machinery and supplies.
Communications on any topic suitable to our columns are solicited.
Subscription price, $2.00 a year; to foreign countries, $2.50, free of
postage. Single copies, 20 cents. Advertising rates given on
application to the office, by mail or in person.
In remitting, make all checks payable to The Railway List Company.
Papers should reach subscribers by the 16th of the month at the
latest. Kindly notify us at once of any delay or failure to
receive any issue and another copy will be very gladly sent.
Entered as Second-Class Matter June 18, 1895, at the Post Office
at Chicago, Illinois, Under Act of March 3, 1879.
Vol. XXXVIII Chicago, February, 1914 No. 2
CONTENTS.
Editorial —
Locomotives Tests in Service 41
Train Handling 41
Industrial Railways 42
Keeping on the Subject 42
Statistics for Mechanical Officials 43
Twenty Years Ago This Month 43
Compensation of Labor on British and American Railways 43
Statistics for Mechanical Officials 45
40-Ton Electric Locomotive, G. P. & H. Railway 47
Brake Cylinder Head Holder 47
Locomotives in England in 1913 48
Large Sectional Firebox 49
Conservation of Natural Resources Through the Electrification
of Railways 50
Reinforcing Wooden Box Cars 54
Freight Train Handling 55
Replacing the Vacuum 59
Leverage Applied to a Fire Door 59
Tire Turning Test 60
Tender Derailments 61
Increasing Shop Output 62
The Freight Car Question 63
Shops Kinks. Canadian Northern Ry 65
Method of Lagging Boilers 66
A Modern Car Repair Shop 67
Electric Locomotive Equipment Design 69
Handy Tool Wagon for Thermit Work 70
Gauge for Setting Eccentrics 71
The General Foremen's Association 73
Man Failure 73
Wheel Sliding 74
A Useful Document 75
"Safety First" on the Grand Trunk 75
Pennsylvania Lunch Car 75
Making Car Men Efficient by "Vocational Instruction 76
Upsetting Locomotive Drawbars 77
Safety in Pennsylvania Shops 77
New Books 77
Personals 79
Among the Manufacturers 80
Planer Installation. Burnside Shops, I. C. R. R 80
Motor Driven Mud-Ring and Flue Sheet Drill 81
High Speed Hack Saw 82
Adjustable Spacing Collar 82
Ralco Plug and Receptacle 83
Wine Socket Washer for Grab Irons 83
Galvanized Steel "Wire Hose Bands 83
Non-Strain Eye Protectors 83
New Literature 84
The Selling Side '.'.'.'. 85
Obituary 86
Locomotive Tests in Service.
The tests of locomotives as run on testing plants have
resulted in the obtaining of much valuable data which has
assisted in the improvement of design. Many of these tests
are laboratory experiments and could be carried on nowhere
else. But others are such as could be carried on while the
locomotive is in service, and certain of them could be made
perpetual. In the efforts for economy in fuel, firemen have
been instructed as to best methods in performing their duties,
but it is impossible to produce absolute and * indisputable
evidence that certain methods are economy-producing ones and
not simple hobbies of persons in authority, unless the coal is
checked carefully at both ends of the trip, and even then
unequal conditions may be found in explanation of results good
or bad.
In large power plants an absolute check on firemen is obtained
through an analysis of the stack gases; this being made a con-
tinuous process. At first thought such a system would seem
impractical of application to locomotives. By means of a
simple outfit, however, a sample of the front end gases can be
obtained in such a manner as to form an average for the trip.
An equally simple analyzer installed in the roundhouse can then
be used to show the results of the trip in the nature of the"
gases passed off. This system gives an absolute check upon
the results of different methods of firing and, by comparison,
upon each fireman. Moreover, it produces the evidence which
obviates argument. The results of the analysis may be posted
daily and a rivalry among firemen thus created. Where poor
results are consistently obtained from man or machine the
trouble can be easily located and corrective measures immedi-
ately applied.
In the operation of mechanically fired or oil-burning engines,
the system above mentioned would be of great value in making
adjustments of the apparatus. It would also produce evidence
as to the condition of arches, tubes and front end apparatus
in all cases.
It is, in brief, not at all improbable that certain tests of this
nature are too generally considered as practical only in the
testing plant in comparing and improving designs for new
power, whereas they could often be used in raising and main-
taining standards of economical operation.
Train Handling.
All railways which have for the past few years kept pace
with the times in the adoption of heavier power each year have
met with serious embarrassments, in the handling of the conse-
quent long trains. Draft gear troubles have increased alarm-
ingly and the handling of trains by engine crews has neces-
sarily been placed under much closer supervision than in the
past. One of the difficulties of the situation, however, seems
to lie in the fact that there are few who can be found to
supervise properly. The problems of both air brake and draft
gear manufacturers in developing equipment to stand the rough
handling of trains by enginemen who cannot understand or
will not work according to the rules of good practice, are
impossible of solution.
A paper covering this subject was read by F. B. Parmer
before the Western Eailway Club on January 19. In the paper
Mr. Farmer has presented suggestions and rules governing the
42
RAILWAY MASTER MECHANIC
February, 1914
operation of long freight trains, "which have been found to work
very satisfactorily. He places emphasis upon the importance
of calling for detailed reports of each break-in-two from both
engineman and conductor, and presents forms for these reports.
The paper is published in abstract on another page of this issue.
By calling for detailed reports from the enginemen, Mr. Farmer
hopes to impress upon them a sense of responsibility not other-
wise felt.
There can be no doubt that the frequence of recurrence of
break-in-two troubles may well be viewed with alarm, and
unless definite action is taken in reducing their frequency the
further increase in the length of trains and consequently in
the development of heavier power will be considered imprac-
ticable. Those lines which make a practice of refusing to
haul small and light cars are not free from trouble of this kind,
and it might be safely stated that draft gear damage is not
greatly reduced. There is a logical reason for this — a combina-
tion of faulty inspection and careless handling will destroy the
best of draft gear even if it does no worse.
Enginemen must be shown wherein their methods are wrong
and by actual demonstration. And it is an unfortunate fact
that, owing to the rapid strides in the design of heavier pt . er,
there are not enough skilled demonstrators. This may be
illustrated by the experience of a certain large road which
required reports from enginemen and which was consequently
attributing about 90 per cent of its break-in-two troubles to
burst air hose. That was the notation on each report. And
until it was demonstrated by a bright young road foreman
that a burst air hose need never cause a break-in-two, this
excuse was accepted. In proving his point this man hauled
many long freight trains without draft gear trouble even when
faulty air hose frequently set the train brakes. His alertness
in promptly shutting off steam and lapping the engineer's
valve when he felt the drag of an unexpected application inva-
riably saved breaking in two. Thereafter the officers of this
road refused to accept the "burst hose" excuse.
Another excuse, frequently given by enginemen who are
required to make out reports, is faulty inspection which allows
him to leave a terminal with draft gear which has previously
been damaged. This excuse is now no longer accepted on the
above-mentioned road. Incoming as well as outgoing trains are
"stretched" by clubbing a few brakes at the rear end and
working the locomotive. "Long necks" are located and the
damage can thus be charged to the crew which brought the
train in or to the switching crow which handled it, as the test
may show. If no "long necks" are allowed in an outbound
train, a break-in-two cannot be charged to previously defective
draft gear. Another advantage which is gained by stretching
outbound trains before leaving the terminal is that of locating
serious air leaks which are not evident until the slack is pulled
out. In cold weather the rubber of the hose and connection
gasket is stiffened and when the train has stood for some time
with the slack "bunched" an attempt to pull out will develop
leaks which will cause the brakes to set after the train has
perhaps traveled for some distance. If the slack is pulled out
against hand brakes tightly set at the rear end and then an
inspection is made the leaks can be located by the same inspec-
tion that locates "long necks."
If enginemen are, in standard practice, to make out detailed
reports it is necessary, if proper- results be obtained, that they
shall be studied by men who are qualified to actually demonstrate
where the excuses are not acceptable and to teach better
methods.
Industrial Railways.
The American people are as a class fair minded and the
methods used by the daily press in treating certain subjects often
causes doubt in the mind of the thinking man as to its proper
representation of the public in this country. Those associated with
the railways probably have more reason than those associated with
any other industries to wonder at the attitude of the press in
treating upon subjects which concern the railways.
It is only recently that articles appeared simultaneously in
the leading daily papers of the country to the effect that several
of our largest systems have been caught in a species of "re-
bating. ' ' It would not be surprising, if it were possible to know,
if hundreds of thousands of minds had formed the opinion, based
upon these items, that the railways are still open to criticism with
respect to such matters.
It is only in later issues of these same newspapers, if at all,
that it is explained that the railways themselves instigated an
investigation on the part of the Interstate Commerce Commission
into the particular species of rebating above referred to. It is-
well known among business men that the larger industrial con-
cerns have built and maintained their own railways for the pur-
pose of obtaining allowances from the large railway systems in
the form of switching charges and per diem rates on cars. The
advantages of this practice on the part of large manufacturers
have been so great as to encourage a very large increase in the
number of railway companies incorporated to operate plant tracks
and locomotives, and have led to a situation which has become
embarrassing in several respects.
The Pennsylvania, the New York Central, the Baltimore & Ohio
and the Erie have filed briefs on this subject with the Interstate
Commerce Commission for the purpose of obtaining a ruling as to-
the legality of the practice, and it is probable, as a result, that
all allowances for the performance of this class of service will be
abolished. There was absolutely no secrecy about any phase of
the subject, as has been publicly stated by Samuel Eea, president
of the Pennsylvania system. It is plain to see, therefore, that
another grave injustice has been done the railways generally by the
method used by the daily press in handling the subject. The
probable outcome of the matter will be the disbandment of most
of the railway corporations formed for the purpose of operating
manufacturing plant tracks, as there will be no further incentive
for their existence.
Keeping on the Subject.
Within a few months the open season for railway conventions
will be with us again. Men from every department of railway
activity will journey to various meetings to obtain new ideas,
to get inspiration and to make new friends. AYithout doubt the
man who conscientiously attends the sessions of his association
is going to be a more valuable man for the railway company, and
those at the heads of mechanical departments should encourage
attendance on the part of their men.
However, it frequently happens that those who take part in
the discussions are so full of ideas that quite often they wander
February. 1914
RAILWAY MASTER MECHANIC
43
away from the subject which is under discussion. In order that
a convention may obtain the greatest amount of good out of its
proceedings, the members should be required to confine them-
selves strictly to the subject before the house. Those who are
to preside at meetings during the coming summer can do a great
deal to make the sessions of their respective associations of greater
value by insisting that one subject be handled at a time.
Not only do individuals have a tendency to stray away from
the subject, but the associations as a whole occasionally do the
same thing. The committee on subjects can do a great deal of
good in many cases by seeing to it that the association itself
sticks to the subject to which it is devoted. Criticism has some-
times been directed at some associations because the subjects
taken up were outside of or beyond their field, and frequently
the criticism has been justified. It is indeed very proper for men
to study problems with which they may come in contact in the
future, but this should be done outside of an organization which
is devoted to the work of a particular set of men. Let subject
committees consider first just who are members of the associa-
tion and what they are doing — then go ahead and decide on sub-
jects in which they are directly interested every day in the year.
enfq^ans y^o This Montii
Statistics for Mechanical Officials.
We present on another page an interesting article on ' ' Sta-
tistics for Mechanical Officials," by Ernest Cordeal. It is true,
as stated in the article, that ' f if a high degree of efficiency is
to be maintained in the operation of a railroad, the mechanical
department must bear the largest share in its accomplishment."
In no department can statistics and records be used to such good
advantage as in the mechanical department, for it in reality is
the manufacturing end of railroading.
However, statistics are not of very great value to the busy
superintendent of motive power unless they are put into such
shape that he can tell at a glance, almost, how his costs, perform-
ances, etc., are running. A diagram will convey more to the
mind in a minute than the actual figures will convey in fifteen.
Mr. Cordeal gives a number of interesting points with regard to
the form of chart adapted to convey the information quickly and
completely.
Eepresentatives of Westinghouse, Church, Kerr & Co. of New
York, who built the Orient railroad shops at Wichita, Kan., are
drawing plans for increasing the capacity of the shops. The
present shops now employ 200 men and if enlarged under the
plans now being made, the payroll would provide for 1,800 men.
The Oregon-Washington Eailroad & Navigation Co. will ask
for bids for a $575,000 steel swing bridge across the city water-
way at Tacoma, Wash.
The Pennsylvania Lines West are considering plans for grade
crossing elimination at Lima, O.
The Seaboard Air Line will soon begin work on important ter-
minal improvements at Savannah, Ga., which, it is said, will in-
volve an expenditure of $500,000.
Railroads entering Spartanburg, S. O, are preparing to erect a
union station there.
Work will be started in the spring by the Nashville, Chatta-
nooga & St. Louis on the East End viaduct at Chattanooga, Tenn.
The Norfolk Southern will build an engine house at Raleigh,
N. C.
(From the Files.)
F. N. Hibbits has been appointed master mechanic of the Erie
at Rochester, N. Y.
It was recently stated in the daily press that President Rein-
hart, of the Atchison, Topeka & Santa Fe, had been presented,
by the Pullman Palace Car Company, with an elegant private
car. President Reinhart desires to have it known that neither
the Pullman company or anyone else has presented him with a
private car or anything else.
The Lehigh Valley has introduced a dining car on its through
train to the West.
Jerome metallic packing, manufactured by C. C. Jerome, of
Chicago, has been made standard on the Illinois Central loco-
motives.
The corporation organized to build a railway from North
Dakota to the Gulf was sued by its young lady stenographer for
an unpaid salary balance of $15, thus puncturing the scheme.
The Austrian railway authorities have issued a circular to
private railway companies urging experimentation in the elec-
tric lighting of cars.
The Grand Trunk is considering the substitution of electric
locomotives for the special hard coal-burning steam locomotives
now operating through the St. Clair tunnel.
The Chicago, Rock Island & Pacific plans to use compressed
air to clean its coaches.
The Chicago Railway Equipment Company, lessees of the
National Hollow Brake Beam Co., has certified to an increase of
capital stock from $150,000 to $250,000.
The Wabash will make a trial on one of its locomotives of the
Lewis valve gear after a design furnished by J. B. Barnes, super-
intendent of motive power. The gear is reported to be oper-
ating with success on the Vandalia.
COMPENSATION OF LABOR ON BRITISH AND AMERICAN
RAILWAYS.
With wages one-sixth to one-half the scale forced on American
railways by successive arbitrations at the point of the strike
bayonet, British railways, with the approval of Parliament, have
been permitted to meet small advances in the pay of employes
Avith increased passenger fares and freight rates.
Hitherto it has been difficult to present in convincing form the
disparity between British and American railway wages so as to
show in their true contrast the fundamental differences existing
in economies of construction and operation. This difficulty has
been removed by the report just made by the British board of
trade presenting terms of settlements in railway wage disputes
during two years' operation of the amended railway conciliation
scheme. At a time when the relation of railway wages to rail-
way rates has become of such engrossing interest in this country,
it renders possible the measurement of American railway pay by
British standards presented in the following statement showing
the daily rate awarded British employes compared with 1912 aver-
age earnings per man in the United States:
Great Britain United States
Minimum Maximum Average
Enginemen $1.15 $2.18 $5.02
Firemen 73 1.46 3.03
Conductors 77 ' 1.42 4.29
Trainmen 63 1.42 3.02
Herein are set forth the actual earnings of four great classes
of American railway labor in 1912, to which further additions
have already been granted, compared with the new-won scale of
British employes. For enginemen and firemen the services are
almost identical, but conductors and trainmen here differ some-
what from the nearest British counterpart. American earnings,
including overtime and extras, are used, it is true; yet their use
against the British maximum is more than fair, for this is far
44
RAILWAY MASTER MECHANIC
February. 1914
above the average. Actual earnings, computed as the American's,
would be roughly a mean between minimum and maximum. Ac-
cording to latest determinations, in fact, $1.86 daily was the aver-
age earnings for engineers, $1.11 for firemen and $1.26 for pas-
senger guards.
As British railway wage rates, devoid of all extras, have been
impossible of ascertainment through lack of published figures, the
chief value of the present report to the student of foreign rail-
ways lies in its exact data on actual scales of pay. Yearly Eng-
lish compilations, presenting only for a selected week the actual
compensation paid by 27 companies in the United Kingdom, show
only the average earned per man; there are available now, how-
ever, specific rates awarded the individual classes of employes in
219 wage disputes with additional information as to present
conditions of service on British railroads.
Of the 219 settlements 107 were arrived at by agreement be-
tween deputations of the men and the companies alone; 93 by
agreement between the two sides of conciliation boards without
assistance of a chairman and 4 by such agreement with mediation
of a chairman. Only in 15 cases was a chairman 's decision re-
quired after efforts at agreement had failed. In each award the
scale is to stand as a rule from 2% to 3 years. The highest
wage rate awarded to any class of railway servants was $2.18
daily or $13.08 weekly granted to engine drivers. This is to be
compared with an average actual earning record in 1912 of $5.02
daily for enginemen of the United States; yet this British maxi-
mum wage not only is far beyond the generality of railway wages
in the United Kingdom, but, as will be seen, it is in itself excep-
tional for even railway engineers. There are American roads
where the daily compensation of enginemen averages $5.50.
Next highest in the wage scales set are signal fitters and tele-
graph wiremen, but the rate is that set for foremen of the class
in London. So also, with few exceptions, other wage awards
which attain to the region of $8.00 per week apply to foremen,
the leading member of a gang, to some special member or apply
only in the London district. From an average maximum far be-
low that figure rates of payment drop to the $2.18 per week which
in one ease was awarded to a porter in southwestern Scotland.
This too is an exception. Conciliation boards seem to have set 17
shillings per week ($4.13) as the general minimum for adult em-
ployes (although the minimum is broken also in certain cases of
brakemen. carmen and vanguards, carriage and wagon examiners,
checkers, engine cleaners, gatekeepers, greasers, number takers,
permanent way men and shunters) and for "lads," as junior
employes are termed, considered as apprentices, a minimum wage
of 7 shillings ($1.70). For "lads" the maximum seldom is over
£1 ($4.87) weekly.
As may be judged by the wide divergence between minima and
maxima, unlike the practice in the United States no general wage
rate applies to the same grade of railway labor. Two reasons ex-
plain the diversity: first, employes performing the same class
of work with similar records of service vary widely in rate of pay
because of difference in living conditions; secondly, employes per-
forming the same class of work under similar living conditions
vary widely because of difference in records of service. A gradu-
ated scale applies universally, in other words, itself adjusted to
special conditions of special territories.
Lowest wage scales apply as a rule to Ireland, Scotland and the
rural parts of England. Highest scales, on the other extreme,
arise in the large cities where living costs are greater. So. in
1912. average weekly earnings of railway servants in Ireland were
$5.04. in Scotland $5.91, and in England and Wales $6.80, the aver-
age for the United Kingdom being $6.65. The high record, $13.08,
already mentioned in the ease of engine drivers, applies to drivers
of only a few long-distance trains on the Great Central Eailway
who reside permanently in London. Such men, receiving 3 shil-
lings ($.73) per week extra in consideration of their metropolitan
living expenses, so attain their exceptional rate.
It is from the graduated scale, however, that one best appreci-
ates the slow, laborious ascent which marks the British railway
servant 's rise in the wage scale. Beginning at the set minimum.
his advance almost universally is at the rate of 1 shilling (24
cents) per week annually toward the maximum of the grade,
reached not unusually after from 15 to 20 years. The maximum
of $8.50 for brakemen is attained on the North Staffordshire
Kailway after IS years of service, which began at $4.61. The
similar maximum for passenger guards is reached on the same
road in the ' ' twenty-second year in charge of trains. ' ' In that
period the guard has risen from 24 shillings to 35 shillings per
week, that is, from $5.83 to $8.50, a weekly addition in 22 years
of $2.67!
Money wages, it is true, constitute not the whole of the British
railroad man 's compensation, yet other allowances total almost
nothing. A special investigation of 1907, results of which were
published recently, showed 204,237 adults and 15,915 lads re-
ceiving free uniform and other clothing; applied to all employes
this was worth 8 cents per week for adults and 6 cents per week for
lads. Free or reduced rent to 14,337 adults averaged for all em-
ployes 2 cents per week. Other allowances were of even smaller
consequence. The British railway man is. moreover, allowed an
annual holiday with pay varying with class of work and length
of service from 3 to 6 days per year. Ordinarily, also, when
require'! by work to lodge away from home temporarily, employes
have been awarded "lodging allowances," which vary from 12
cents to 85 cents nightly.
It is significant, however, that in most cases where the bonus
question has come up such extras in reward for added effort or
efficiency are abolished at the request of the men in favor of the
fixed advances demanded.
Though hours of labor differ among the many classes almost as
widely as do wages, ranging from 4T to 72 hours per week, the
ten-hour day seems to be regarded as standard. Brakesmen work
ten hours a day; engine drivers and firemen, 10 to 12: gatekeepers,
9 to 11 ; goods guards, 10 to 12 ; and passenger guards, 10 to 11.
Permanent way men work from 55% in summer to 47 in winter,
with Saturday half-holiday. Overtime, as a rule, is paid as time
and one-quarter and Sunday, Good Friday or Christmas as time
and one-quarter to time and one-half. Rare eases of double Sun-
lay time occur.
What has been the total effect of these wage increases, already
the cause for a rise in rates which has left few British railway
charges untouched? Twenty-seven companies, employing more
than 90 per cent of the railway servants of the United Kingdom,
show these results:
Average Weekly Earnings of British Railway Servants 1903 to
1912.
First week Number employed Average weekly
in December. in selected week. earnings per head.
1903 448,944 $6.04
1904 446.197 6.08
1905 449.923 6.14
1906 458.579 6.17
1907 479,314 6.27
190S 459.753 6.07
1909 459,968 6.16
1910 463.520 6.25
1911 473,168 6.48
1912 482,905 6.65
Advanced wages granted toward the close of 1911 by many of
the important companies, followed by additional increases on other
railways in 1912, brought a rise of 23 cents in the average weekly
earnings per man for 1911 and a further rise in 1912 of 17 cents
per week! The 1912 average is 38 cents higher than that for
1907, another year of good trade.
American railways, paying an average wage of $733 per year,
confronted by demands for 20 per cent advances and awards of
7 per cent, would seem to bear at least as heavy a burden as did
their British counterparts, since compensated with public approval
for their 2.6 per cent increase to a yearly wage of $346. — Bureau
of Eaihrau News and Statistics.
February, 1914 RAILWAY MASTER MECHANIC
Statistics for Mechanical Officials
45
By Ernest Cordeal.
The operating expenditures of a railroad may be roughly di-
vided into two classes. First, those items which are compara-
tively fixed or in other words are not subject to decrease by
improved efficiency of operation. Under this head would be
considered such accounts as include the salaries of general
officers, superintendents of the various departments, wages of
dispatchers, station employes, engine men, trainmen and switch-
men, also the accounts which cover depreciation and renewals.
Second, those items in which economy may be affected by
improved efficiency of operation. Under this head would be
included all the repair and supply accounts.
Under the first classification many of the accounts are prac-
tically fixed regardless of the volume of business handled. This
applies to the supervision accounts and the depreciation ac-
counts. Expenditures for renewals depend upon administrative
policy. The wages of dispatchers and station men are fixed
within certain limits of variation. The wages of train, en-
gine and yardmen vary directly with the amount of business
handled. It is obvious that the accounts under this head do not
present a field for the reduction of operating expenses, pre-
supposing a fixed quantity of traffic to be handled.
Under the second head, on the other hand, are found the
accounts which must bear the burden when improved economy
of operation is desired. By dividing the total operating ex-
penses of a railroad into two classes as outlined it will be
found that approximately 50 per cent falls into the first class.
An analysis of the remaining 50 per cent which falls into the
second class reveals the fact that fully three-quarters of the
total is included in the accounts which are handled by the
mechanical department. Under this head are included the
maintenance of equipment accounts covering repairs to loco-
motives and cars and the transportation accounts covering
fuel, lubricants, supplies and handling of equipment.
It is therefore apparent that if a high degree of efficiency
is to be attained in the operation of a railroad, the mechan-
ical department must bear the largest share in its accom-
plishment.
Efficient, economic operation may be accomplished by con-
tinuous, competent supervision of expenditures included in
the second class. In order that such supervision may be given
it is essential that mechanical department officers, from the
superintendent of motive power to round house foreman, be
provided with accurate, current data reflecting performance
in the various activities under their supervision.
Not only should records of current expenditures be provided,
but further certain standards of performance should be estab-
lished so that the actual figures may always be considered in
their relation to the results expected.
The principal accounts with which the mechanical depart-
ment has to deal, following the Interstate Commerce Com-
mission's classification, are as follows:
Maintenance of equipment.
Account 25 — Steam locomotives — repairs.
Account 31 — Passenger train cars — repairs.
Account 34 — Freight train cars — repairs.
Account 46 — Shop machinery and tools.
Transportation.
Account 72 — Enginehouse expenses — yard.
Account 73 — Fuel for yard locomotives.
Account 75 — Lubricants for yard locomotives.
Account 81 — Engine house expenses — road.
Account 82 — Fuel for road locomotives.
Account 84 — Lubricants for road locomotives.
Account 85 — Other supplies for road locomotives.
Each one of the accounts enumerated is of such nature that
constant, intelligent supervision of the expenditures there-
for must be exercised in order that the cost of operation may
be maintained at the practical miniuium. The necessary data
to assist and support such supervision should be furnished,
first, as promptly after the end of accounting periods as pos-
sible, and second, in as brief and comprehensive form as pos-
sible.
The men who hold supervisory positions in the mechanical
department are without exception loaded with a burden of
cares and responsibilities which leaves them little time for the
study of long, intricate statements or reports. Columns of
figures, no matter how skillfully arranged, give up the salient
facts only upon diligent study.
The graphical chart when properly designed presents the
best, most complete solution of the problem of placing the per-
tinent facts before the interested parties in the most concise
and definite form requiring the minimum of effort for their
digestion. Charts should be so constructed as to throw the
facts in the face of the reader. A graph which must be pon-
dered over before it divulges the information which it con-
tains is no improvement over columns of figures. The prime
object, then, in the designing of graphical charts for the as-
sistance of mechanical men should be to so simplify the form
that the fact or facts presented are comprehensible with the
minimum of mental effort.
The facts which should be brought out in the charts are:
First — The actual monthly expenditures to the various ac-
counts.
Second — The cumulative average of the months contained in
the fiscal period.
Third — The relation of the actual figures to a prearranged
standard.
Exception may be taken by some authorities on the sub-
ject to the expediency of showing actual monthly charges
without reduction to a unit basis whereby the expenditures
are shown in relation to service rendered. For instance, they
would demand that locomotive repairs be reflected as a cost
per engine mile or per gross ton mile. Undoubtedly the cost
per gross ton mile is the most equitable figure for comparisons
of performance as between different roads, between different
divisions of the same road, or between different periods of
time, but such data as a guide for the supervision of current
expenditures is practically useless. The supply accounts may
be expected to follow very closely any variation in the volume
of business handled, the handling accounts will also follow in
a lesser degree, but the repair accounts may and frequently
will be effected inversely. Undoubtedly the most economic
repair costs may be obtained by adherence to a policy of oper-
ating locomotive and car shops uniformly throughout the year,
insuring the maximum yearly output with the minimum cap-
ital investment in buildings and equipment, permitting the
retention of a steady trained force of workmen and insuring
the best condition of rolling stock at all times. However,
whether the shops are operated uniformly or spasmodically
in an attempt to regulate expenses to the variations in income,
monthly repair costs per unit of service for the same period
are of little value. Aside from the questionable value of
monthly unit costs such a basis for use in conveying the neces-
sary information to mechanical officials adds a complication
which defeats to a large extent the purpose of the data, not
only must simplicity be sacrificed but longer delays in com-
piling the data are unavoidable.
The use of the cumulative average should require little ex-
planation. By this means monthly fluctuations are equalized
and the general tendency of expenditure either upwards or
downwards is indicated. The cumulative average is prefer-
able to the twelve months average for the reason that while
the former considers only expenditures for the present year
the latter is influenced by the figures representing the months
46
RAILWAY MASTER MECHANIC
February, 1914
of the previous year until the twelve month period has been
completed when the last month of the previous year is elimin-
ated. In a progressive world the records of past performance
would be of little interest unless, perhaps for the emphasis
of past errors to be avoided in the future. The comparison
of present with past performance is as a rule a valueless make-
shift. Efficiency should not be based upon what has been done
but upon what should be done.
In order that it may be known what relation the performance
of the present bears to the best possible attainment, in order
that a definite mark may be established a record to be striven
for, standards of performance should be prearranged. Such
standards may be built up from the expected unit costs. The
variation in the quantity of business handled from year to
year is rarely so great as to render impracticable the setting
of a fixed standard expenditure to cover any of the accounts
under consideration.
A number of chart forms are here illustrated for the pur-
pose of establishing the superiority of this method of pre-
senting pertinent information. In addition to the form suggested
as the best on account of its simplicity and the prominence
with which the salient points are brought out, other more
complicated forms are shown in order that certain comparisons
may be drawn.
July
Aug.
Sept
Oct.
Hov.
Dec
JdD.
Feb
500O IOOOO 15000 ZOOOO
n
^1
Fig. 1.
The first chart illustrated is that recommended for use. The
arrangement of this chart is simplicity itself. The scale of
amounts is given a prominent place at the top of the chart
making it a matter of ease to determine the charges repre-
sented by the lines in the body of the graph. The monthly
charges are represented by the open blocks and the cumula-
tive averages by the solid blocks. The standard representing
the result which is expected, is indicated by the vertical line
which in the case illustrated calls for a monthly expenditure
of $15,000 or more correctly for a total expenditure for the
year of $180,000 it being understood that monthly fluctuations
will occur which should, however, balance up in the average
so that the final block representing the average monthly
charges for the twelve months will fall close to the standard
line.
This form of chart may be understood at a glance. When
the figures for each succeeding month are added, together with
the average, the graph becomes a perpetual memorandum to
mechanical officials appraising them constantly and without
effort on their part of the exact standing to date of each
account represented.
Cost of Locomotive Repairs per
1000 Oro55 Ton Miles -
IJ
10
*
OR
^$M
Fig. 2
..
____
__
,.-
— .
__
^-
■ -
The second chart reproduced, illustrates a form often used
and one which has certain advantages for certain purposes.
The straight lines of this form share with the first graph the
factor of simplicity which is absent in following examples
where the curved or broken line is used. The chart as drawn
introduces the double standard of cost and amount of business
handled. As a historical record of performance or as a means
of advising the higher officials of the tendency of unit costs
from month to month and from year to year, this form is
acceptable. As a chart to be put in the hands of officers in
charge of a single division or point for their guidance in the
every day conduct of affairs, it is far inferior to the first for
the reason that the pertinent fact, of so much actual money
spent, is not indicated with sufficient clearness.
20OOO
15000
IOOOO
Fig. 3.
The third form illustrated, while it makes use of the monthly
actual expenditures and can readily be completed by the addi-
tion of the line indicating the standard allotment, is not
nearly so easily comprehended as the other forms. The curve
or broken line in itself a thing more complicated fails to con-
vey ideas with the abrupt, uncompromising clearness of the
straight line. The twelve month average has been used in this
chart to illustrate its disadvantages.
It will be observed that owing to the exceptionally low
charges for the months of September to March the average
line rises but little above $15,000 at the end <fi the chart
although the expenditures for the months from April to Octo-
ber range from $15,700 to $17,200. Again the average line
rises for the last month on the chart although the charges for
that month are well below any of the preceding eight months
the increase in the average being due to the fact that the
previous November which is dropped when the current month
is added, was abnormally low. The official who had watched
carefully this average line and congratulated himself upon the
fact that it had not risen above the standard allowed, would
having been distinctly disappointed when with the last month's
figures in, the average for the current year had appeared above
the standard. No such false impressions as this would be pos-
sible when the cumulative average is used instead of twelve
months.
Cost of locomotive Repairs per IOOO
Gross Ton Miles
.15
.10
.05
"^T / ^ r= "" "" "v T ""* ~ ~ — \^~> \ *"
Fig.
4.
The fourth illustration combines the bad
second and third without retaining the good.
features of the
The curved and
February, 1914
RAILWAY MASTER MECHANIC
47
broken lines again hinder the rapid accurate reading of the
chart while the introduction of the double standard of money
and work performed renders the chart useless as an assistant
to the man on the work. The twelve months' average completes
the task of rendering the chart impracticable.
In consideration of the foregoing graphs it should not be
understood that the forms which are designated as inferior
for the purpose in hand may not have certain uses. It is sim-
ply as a means of conveying pertinent statistics to practical
mechanical men that their usefulness is questioned.
Tire turning 45.00
Motor axle bearings 30.00
Unit switch control 50.00
Trolley parts, wheels, harps, poles and bases 110.00
Brake shoes 270.00
Miscellaneous 30.00
' 40-TON ELECTRIC LOCOMOTIVE, G., P. & H. RY.
The Gait, Preston & Hespler Ry., Preston, Ontario, placed the
40-ton Baldwin-Westinghouse locomotive -herewith illustrated in
service on November 20, 1910, and since that date it has been
in continuous operation, twenty-four hours every day, except
Sundays, averaging about 150 hours per week. This service in-
cludes hauling practically every kind of freight in standard
steam railway rolling stock, between the Canadian Pacific lines
at Gait, Berlin and Waterloo, a distance of from 12 to 14 miles.
Although the haul is not long, there are a number of 2% to
2%% grades from one to two miles long. The maximum number
of cars hauled in one train is about 25, the average number be-
ing 15, and the tonnage per train is about 200 tons, or on four
trips of road per day, 2,000 tons.
It is hardly possible to estimate exactly the total mileage, as
the greater part of the.. time, 16 hours per day, the locomotive is
in switching service. No record is kept of the tonnage and
mileage, but the switching mileage would easily equal half, if
not three-quarters, of the road service.
This locomotive is equipped with four Westinghouse No.
308-B-2 commutating-pole, 600-volt railway motors, rated at 120
h. p., and unit switch control.
The locomotive is given one-half hour inspection every 2-1
hours, and about five or six every Sunday, when making light
repairs, such as applying brake shoes, changing wheels for tire
wear and inspection of motors, airbrakes and control equipment.
Tires have been turned twice since this locomotive went into
service, and the total repair account to date is given below:
Air compressor (principally due to armature and field
trouble due to low trolley voltage) $170.00
Total (from November 30, 1910, to July 14, 1913) . . .$705.00
The total, $705.00, for repairs on this locomotive, covering a
period of over 2y 2 years, is considered a very good record by
the operating company, in view of the large amount of service
received.
BRAKE CYLINDER HEAD HOLDER.
By J. A. Jesson.
In removing and replacing the non-pressure head and piston
the head will usually spring away from the cylinder and it
requires considerable force to hold it in position while replacing
the head bolts.
The sketch shows a simple device that will overcome this
objectionable feature and will prove a valuable addition to the
brake cleaner's kit.
A-U
Brake Cylinder Head Holder.
It consists of a yoke A, which fits over the crosshead and
against the cylinder head. Pin B fits in the brake pin hole, and
set screw C holds yoke in position after adjustment to head.
THE SOCIETY of Railway Associations' Secretaries was
formed at a meeting held in New York City on November 22,
1913. Another meeting will be held early in February.
40-Ton Baldwln-Westlnghouse Locomotive— G. P. & H. Ry.
48
RAILWAY MASTER MECHANIC
February, 1914
LOCOMOTIVES IN ENGLAND IN 1913.
Looking back at the locomotive year in the United Kingdom
there are seen points which, although not novel to readers of
the Bail way Master Mechanic, will bear recalling as indica-
tions of the lines of improvement followed. Take for example
the introduction of an engine designed on the Stumpf principle.
This steam cylinder had been very interesting to British locomo-
tive engineers. It came along at a time when most of the
people who devote attention to railway matters were prepared
to regard the possibilities of improving the reciprocating steam
engine as virtually non-existent; it is an instance of the result
of school research work applied directly to an industry whose
own practical men have fallen somewhat into the grooves of
routine, and it is one of those rare cases of radical novelty in
steam engine design being adapted immediately to the locomo-
tice. The Stumpf engine was only announced in 1912 and early
in 1913. Vincent L. Kaven, the chief mechanical engineer of
the North-Eastern Eailway, had the principle embodied in and
working an express passenger locomotive.
In the Stumpf cylinder piston valves admit steam to the
cylinder, but the outlet for exhaust steam is through ports
around the middle of the cylinder, the piston itself acting as
an exhaust valve. The piston being very long, these ports are
not uncovered until the end of the stroke is reached in either
direction. It will be observed that the steam has a direct
passage through the cylinder, instead of turning back to
exhaust through the same port by which it entered. This means
that hot incoming steam does not meet walls cooled by out-
going exhaust steam; consequently there is less loss by con-
densation and improved economy.
During the year the North-Eastern Eailway 's dynamometer
car has been attached to a number of goods and express passen-
ger trains hauled by the Stumpf engine between Newcastle and
York. The weight of the passenger train was from 212 to
411 tons (one ton equals 2,240 pounds), and of the freight
trains from 632 to 1,054 tons. The booked speed of the passen-
ger trains varied from 48.6 to 51.6 m. p. h. and that of the
freight trains averaged 24 m. p. h. The engine was quite
capable of hauling the trains to the booked speed. The average
coal consumption was 2.93 pounds per horsepower hour, and the
average water consumption 20.71 pounds per horsepower hour.
These averages are taken from the figures of ten express passen-
ger runs from Manchester to York and four passenger and six
goods runs from York to Manchester.
Few remarkable designs have been seen this year. The six
wheels coupled passenger express engine is gradually improving
its ascendency over the four-wheeled coupled. Super-heating
is now so common that it has almost ceased to be interesting to
the public.
During the latter part of 1912 C. J. Bowen Cooke commenced
building a four-cylinder passenger engine of the 4-6-0 type, and
in January of this year the Sir Gilbert Claughton, shown in the
illustration, was put into service. The cylinders are 16 inches
diameter by 26 inches stroke, fitted with piston valves 8 inches
diameter, and all driven on to one axle. This arrangement of
cylinders gives a more perfect balance than is possible when
the cylinders drive on to separate axles. The valve gear used
is Walschaert's applied to the outside cylinders, the valves of
the inside cylinders being worked from the outside cylin-
der valve spindles through rocking levers at the front end of
the valve chests. Superheated steam is used, the pressure being
175 pounds per square inch, and the superheat ranging from
630 degrees to 650 degrees. The boiler is of the Belpaire type,
the mean diameter of the barrel being 5 feet % inch and the
length 14 feet 5% inch. The firebox outside casing is 9 feet 6
inches long and the width 5 feet 7% inches at the top and
4 feet 1 inch at the lower part of the box between the engine
frames. The total heating surface of all the tubes is 1,987.8
square feet, and the firebox heating surface is 161.2 square feet,
with 30.5 square feet of grate area. The coupled wheels when
new, with 3 inch thickness of tires, are 6 feet 9 inches diame-
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February, 1914
RAILWAY MASTER MECHANIC
49
ter.
The front of the engine is carried on a four-wheeled
radial truck, having wheels 3 feet 3 inches diameter. The weight
of the engine in working order is nearly 78 tons, of which 59
tons are distributed on the coupled wheels, the maximum weight
on one pair of wheels being about 20 tons. The tender carries
3,000 gallons of water and seven tons of coal, and weighs iD
working order about 39 tons. At the present time ten of these
engines are in service.
A test run was made with one of these engines (Ealph
Broeklebank, Xo. 1,159) between Euston and Crewe, on the 2d
November last, with a train of empty main line coaches and the
dynamometer car, the weight of which was 435 tons, and with
engine and tender the total weight was 552 tons. The distance
of 158 miles was covered in 159 minutes. This included three
slacks and one stop, equal to about 6?i minutes. The mean
horsepower at the engine draw bar was 855. The average indi-
cated horsepower taken at 25 points was 1,358 and the maxi-
mum was 1,617 horsepower. Besides the above mentioned class,
20 engines of the George V class, 16 of the Prince of Wales
class, and 28 of the 0-8-0 freight engines, all fitted with super-
heaters, have been built.
With the electrification of parts of the London, Brighton and
South Coast line, and the consequent acceleration of the passenger
service, it became necessary to have more powerful steam engines
to deal with the freight trains expeditiously. A special class
of engine has been designed for this purpose and, second to the
Stumpf experiment, it may be regarded as the most interesting
locomotive production of the year. Designed by Mr. Billinton,
the chief locomotive engineer of the above mentioned railway,
the engine is of the Mogul type — i. e., having a leading pony
truck with one pair of wheels, six-coupled driving wheels ami
no trailers. In addition to being a new type on this line, the
engines have several interesting details. The Belpaire fire-
box appears for the first time on the Brighton line, instead
of the ordinary round top crown which has been standard prac-
tice up to the present. The boilers are fitted with superheaters
of 21 elements. The feed water, which is heated in the tender
tank by exhaust steam, is drawn from near the upper surface,
where it is hottest, by means of a float feed arrangement, and
delivesed to the boiler by a Weir pump which stands on the
platform on the left hand side of the firebox. A No. 10
Gresham combination hot water injector is also fitted. The
safety valves have an attachment by which blown off steam is
turned into the tender tank instead of wasting its heat in the
atmosphere. The slide valves are of the piston type, 10 inches
diameter with internal admission, and operated by Stephenson
link motion. The reversing shaft is provided with a clutch,
operated by compressed air, in order to steady the motion and
relieve the thrust on the reversing gear when the engine is
working. The cylinders are fitted with a new type of combined
vacuum and water relief valve. The piston rod metallic pack-
ing is enclosed in an air-cooled sleeve, and is of the non-floating
type. Forced lubrication to the cylinders and piston valves is
provided by a mechanical lubricator, which possesses the novel
feature of being valveless. The weights are compensated
between the pony truck and leading wheels, also between the
driving and trailing wheels. The pony truck is center-pivoted,
the weight being carried on two transverse laminated springs
supported at the ends by heart-shaped links, which allow of the
necessary side play on a plane parallel to the rail surface. Train
heating apparatus is also fitted to the engine in case of its
being used on passenger trains. The Westinghouse brake fit-
tings^ are of the standard quick-acting type, with reservoir
capacity for heavy service. The leading dimensions are as
follows:
Cylinders 21 in. diameter by 26 in. stroke
Piqfon valves . . . . j 10 in. diameter
Coupled wheels 5 ft. 6 in. diameter
Pony wheels 3 ft. 6 in. diameter
Bigid wheel base 15 ft. 6 in. diameter
Engine wheel base 23 ft. 9 in. diameter
Engine and tender base .".47 ft. 11 in.
Length over buffers 57 ft. 5 in.
Center of boiler from rail 8 ft. 6 in.
Working pressure 170 lbs. per sq. in.
Heating surface —
110 tubes, 2%, in. diameter 790 sq. ft.
21 tubes, 5% in. diameter 366 sq. ft.
Firebox 139 sq. ft.
Total 1,295 sq. ft.
Superheated tubes 279 sq. ft.
Total 1,574 sq. ft.
Grate area 24.8 sq. ft.
Maximum weight of engine in working order 63% tons
Maximum weight of tender in working order 41% tons
B. W. Urie, the chief mechanical engineer of the London and
South- Western Railway, has been building ten mixed traffic
engines of the 4-6-0 type, four with Bobinson superheaters, four
with Schmidt, and two using saturated steam. Some of the lead-
ing particulars are: outside cylinders, 21 in. by 28 in.; Wal-
schaert valve gear; coupled wheels, 6 ft. diameter; tractive
effort at 80 per cent boiler pressure 24,700 pounds. The heating
surface with Schmidt superheater is 2,320 square feet, with Bob-
inson superheater 2,254 square feet, and with no superheater
2,192 square feet. The grate area is 30 square feet and the
working pressure is 180 pounds.
LARGE SECTIONAL FIREBOX.
The accompanying illustration shows the interior of the largest
Jacobs-Shupert sectional firebox yet bailt. The photograph was
taken during the process of construction, and before the back
head and door sheet had been applied. There are twenty men
seated about the table within the firebox. It is one of a lot of
fireboxes being built for the Philadelphia & Beading to be applied
to its I-8-A Consolidation locomotives. These locomotives are
designed to burn anthracite coal, and hence the large grate area
Largest Jacobs-Shupert Firebox Built.
is required. These particular fireboxes will be equipped with the
Gaines arch or bridge wall, so as to form a combustion chamber
between the bridge wall and the back flue sheet. The firebox
consists of fifteen channel shaped sections, each section being 10
inches wide over all. The firebox is 13 feet 2 inches long and
8 feet 8 inches wide, inside dimensions, and the distance from the
bottom of the mud ring to the center of the crown on the inside
is 5 feet 1 inch. It is expected that these fireboxes will be in
service by next spring.
50
RAILWAY MASTER MECHANIC
February, 1914
CONSERVATION OF NATURAL RESOURCES THROUGH
THE ELECTRIFICATION OF RAILWAYS.*
By G. Percy Cole, Electrical Engineer, Canadian General Electric
Co., Ltd., Toronto, Ont.
Reviewing the examples of the steam roads that have electrified
their terminals and sections of their main lines, one is struck
with the fact that few, if any, undertook the electrification from
entirely an economic standpoint, and on account of the financial
return expected on the money so expended. Municipal laws look-
ing to the abatement of smoke have been largely the cause of
past electrification. Up till recently, the consensus of opinion has
been that such changes in motive power would, for some time to
come, only be compelled by local conditions and ordinances, and
that there were no inherent advantages in electrification to war-
rant its adoption under such conditions, other than the elimina-
tion of the smoke nuisance, and the ability of the electric loco-
motive to accomplish some special work not possible with the
steam locomotive.
Recent developments in the art of applied electricity are gradu-
ally altering this state of affairs. A few years ago the discussions
centered around the feasibility of heavy electric traction. The
few important electrifications have shown results quite in accord
with the calculations and estimates, and demonstrated conclusively
that technically satisfactory operation of heavy railways by elec-
tricity is possible. The question then becomes an economic one.
As approximately 70% of the revenue derived from the operation
of railroads is obtained from the transportation of freight, we
can understand why the managers of some of the Western roads
are studying from the standpoint of economy alone, the applica-
tion of the electric locomotive for main line operation over the
mountain divisions. Economies effected on these divisions, where
the cost is high, will have a large bearing on the total net revenue.
Due to the advance in the art, we now find that propositions which,
only a few years ago, could not be considered within the economic
range for electrification, are highly attractive and commercially
reasonable.
We hear a great deal nowadays about the conservation of our
natural resources. It is only a few years ago that the mention of
the word conservation simply resulted in a mental picture of
somewhat vague, semi-official measures enacted to save our re-
maining forests from the ravages of the lumberman's axe. Now
we save the forests by eliminating the spark-shedding locomotive!
Thanks to the press of all civilized nations and the conservation
commissions appointed in the various countries, the term "Con-
servation" has broadened very materially until now it embraces
such subjects as utilization of water power, preserving the fer-
tility of farm lands, assuring a continual supply of fur-bearing
animals, the bettering of hygienic conditions of our cities, and
other kindred subjects. To quote the words of Premier Borden:
"It means preservation, not waste; efficient development, not
locking up these resources; the reasonable uses of them having
regard to the nation's interests; and last, but not least, the par-
ticipation by the people in all the advantages and benefits."
If our modern day civilization stands for anything, we must
consider not only the material, but the labor side of conservation.
It must be evident that the more efficient the operation of the
country as a whole, the more rapidly must it add to its wealth
and diminish the amount of labor which individuals have to ex-
pend in order to live at a certain standard. This efficient working
of the country, to a large extent depends upon the proper use of
its natural resources in the form of material and labor, and the
elimination of all waste in both of these which can possibly be
brought about.
If it is right for the nation, is it not also the duty of the in-
dividual to strive towards the more economical use of these re-
sources, which it is only just to conserve for future generations?
We must, however, not lose sight of the fact that ' ' true engineer-
ing is based on economies. ' '
Notwithstanding all our great hydro-electric power develop-
* A paper before the Canadian Railway Club.
ments, a large part of our power supply is still obtained from
the energy of coal. Look at the labor spent in and about raising
and distributing the coal which we are now using up at such an
alarming rate; and which we would save under more economical
conditions.
Then there is the vast army of workers who are employed in
cleaning up the dirt produced by our present methods of using
coal. The daily routine of every household shows what a large
proportion of domestic labor is devoted to this. There is also
the enormous amount of labor of the people connected with actual
operation of burning coal for all its various uses, which labor,
under a more efficient system, could be turned to better account
in the interests of the country.
We recently noticed in the papers, in connection with the dis-
cussion of the "smoke nuisance" in this metropolis, one of our
Controllers was reported as stating that the pall of smoke hang-
ing over the city and contributed by the large factories, railway
locomotives and power houses, was a sign of the prosperity of
the country; leading us to infer that the rate at which we can
use coal is a measure of our industrial activity and prosperity.
This would be true, perhaps, if we were using our coal with rea-
sonable economy; but this is certainly not true of what we are at
present doing.
Taking all the uses of coal into consideration, S. L. Ferranti
has shown that we are getting back an amount represented by
useful work of one kind and another, of much less than 10% of
the latent energy in the coal. It is in the process of transforma-
tion of coal into work in the form of heat and power that this
great loss occurs, as the process is a most difficult one,, and re-
quires the highest scientific and practical skill to carry out with
even moderate economy. The fact that we are throwing away
more than 90% of the value of our coal in the process of con-
version is a matter of great concern to any nation.
Undoubtedly at the present time, the most convenient method
of utilizing energy is by means of electricity. In the last few
years remarkable progress has been made in the application of
electric power in practically every industry; and the use of elec-
trical appliances in our domestic life is also proceeding at a rapid
pace. The question very naturally arises as to when and by what
means will electrical energy be available in such large quantities
and at such reasonable prices, that we can do away with all other
forms of motive power and accomplish all our heating, lighting,
cooking and other industrial applications solely by means of elec-
tricity.
Mr. Ferranti, above mentioned, one of the most noted authori-
ties on prime movers in England, states that the only complete
and final conversion of the whole of the coal which we use for
heat and power into electricity, and the recovery of its by-products
at a comparatively small number of great electricity producing
stations. All our wants in the way of light, power, heat and
chemical action would then be met by a supply of electricity dis-
tributed all over the country.
It must be remembered, however, that the distribution of en-
ergy in the form of electricity instead of coal can only be effect-
ively carried out when it can be done in such a way that it is
available for all the purposes for which coal is now used; and
this can be the case only when the conversion is effected at such
an economy as will cause the electric energy delivered, to repre-
sent a high percentage of the energy of the coal. Mr. Ferranti
has shown that in order to supply electricity for all purposes, it
would be necessary among other things, to have a conversion ef-
ficiency (efficiency of coal energy to electric energy) of not less
than 25 per cent. On the basis of large generating stations of
one-fourth million kilowatt capacity at the pit's mouth of the
coal centers supplying net works of high tension transmission
lines with a load factor of 60 per cent, he has estimated that the
average price at which current could be supplied throughout the
country would be one-fourth of a cent per kilowatt hour.
At the present time we are not able to purchase electricity for
the above low figure, nor has the all-electric millennium yet ar-
Februarv. 1914
RAILWAY MASTER MECHANIC
51
rived; but the central station generating industry has now grown
to such proportions that in the large centers, power can be obtained
at very low figures and on very satisfactory terms. In large
blocks, it should not be difficult to purchase electrical energy at
from 1 2 to % of a cent per kilowatt hour. Recently the Great
Falls Power Company has made a rate of 0.536 cents per kilo-
watt hour to the Chicago, Milwaukee & Puget Sound Eailway, and
agrees to construct some of the high tension lines, in addition.
If power can be obtained from the large central stations at
such reasonable rates, it will not be justifiable for the steam roads,
undertaking electrification, to go to the great expense of con-
structing their own power houses. In fact, considering the nature
of the power load caused by through trains, whether freight or
passenger, it will usually be impossible for the railway itself to
manufacture its electricity at a cost of less than twice the price
at which it can be sold to the railway at a profit, by existing elec-
tricity supply undertakings with large miscellaneous power and
lighting loads.
The question may be asked : Would the addition of a large rail-
way load be acceptable to the central station companies? This
has been answered in the affirmative by Samuel Insull in a paper
entitled ' ' The Relation of Central Station Generation to Railway
Electrification," read before the American Institute of Electrical
Engineers, on April 5th, 1912. In this paper it was shown that
the central station supply company will be able to provide the
necessary electrical energy at an attractive price, for the reason
that the annual consumption will usually be quite an addition to
its lighting and miscellaneous power load, and for the further and
important reason that the time distribution of the railway load
will usually be such as slightly to improve the total load factor at
the generating station.
In 1907, when this subject of electrification was being actively
discussed by the large engineering societies, the conclusions ar-
rived at seemed to be such that, at the then present state of the
art, the steam roads were not justified in undertaking the large
capital expenditures involved in building their own power sta-
tions, even though, by adopting electricity for their motive power,
numerous economies would result.
At that time, compared with the then existing conditions, the
magnitude of the power load required by railways appeared large.
For example, the kilowatt capacity of the power houses for the
New York Central electrification amounted to 20,000 kilowatts.
To insure continuity of service, duplicate power houses were re-
sorted to, thus doubling up on the capital expenditure for this por-
tion of the electrification. The capital costs of these power houses
amounted to approximately $3,500,000.00, which figures out at a
little less than $90.00 per kilowatt; and certainly no one blames
the heads of the steam roads for steering clear of electrification
in the face of such tremendous capital outlays.
The intervening years since 1907 have completely reversed the
situation. The independent central stations of the large centers
have grown at such a pace that their capacities in some instances
now run up to the hundreds of thousands of kilowatts with indi-
vidual generating units of even 35,000 K. W. capacity; thus
making the power required for a division of a main line railway
seem, in comparison, extremely small. In the United States, and
to some extent in Canada, the transmission net-works of these
large central stations are so extensive, that it is only a question
of a few years until practically the whole country, at least in the
more populous districts, will be entirely covered, with the result
that large blocks of power ean.be supplied to the railways from
these net-works, at very attractive figures, and that on account
of the non-coincidence of the railway and lighting load peaks, the
railway load will be a desirable addition; even granting that the
load will be more or less fluctuating, as would be the case on a
division with relatively few trains per day.
In whatever form energy is produced and distributed to the
train, it ultimately appears as mechanical energy applied to turn
one or more axles against the resistance to their rotation imposed
by the weight on the wheels and the motion of the train. It is
instructive to examine and compare the over-all efficiency from coal
pile to driving wheels for electric and steam operation. Taking
first the conversion efficiencies for electric generating stations, we
find the following: —
Electric generators driven by reciprocating steam engines, their
economy expressed in the form of energy in the coal to electric
energy, may be taken as a maximum of 10 to 12 per cent. Steam
turbine driven generators, a maximum efficiency of 17 per cent.
Next in order of economy comes the large gas engine fed from
gas producers, with an efficiency of coal energy to electric energy
of possibly 25 per cent. Finally we come to the internal combus-
tion engine using crude petroleum (Diesel type) direct connected
to electric generator, and we find the maximum efficiency of fuel
energy to electric energy to be in the neighborhood of 30 to 31%
per cent.
The above figures all apply to the largest power* stations at pres-
ent in existence and the efficiency is the ' ' power ' ' efficiency of the
station at full load and unity power factor. These figures will
be very much reduced when we consider the annual overall ef-
ficiency from the fuel to the outgoing cables or as it is termed,
' ' energy ' ' efficiency. This latter efficiency takes account of the
load factor of the station, or all the varying conditions of out-
put during the 8766 hours of a year. Take for example the steam
turbine station. During the short periods of maximum load, the
efficiency of the station may be from 15 to 17 per cent, but high
values of this sort are offset by very low values of 3 to 4 per cent,
occurring during times of very light load. If we can get an an-
nual overall efficiency of 11 per cent, we are doing very well in-
deed. For the other types of prime movers, we get a correspond-
ingly reduced annual overall efficiency, as the following table
will show: —
Annual
Power Efficiency Overall
of Station at Efficiency
Full load. of Station.
Reciprocating Steam Engine Station. .. .10-12 % 8%
Steam Turbine Station 15-17 % 11%
Gas Producer and Gas Engine Station. . . 25 % 18%
Diesel Engine Station 30-31%% 22%
But if the cost of manufacturing electricity is analyzed in de-
tail, it will be found that for station of large outputs we can
eliminate all except the steam turbine station. If the analysis is
made according to the latest approved methods, by dividing the
total cost into (1) Production of costs; (2) Investment costs;
(3) Administration costs, it will be found that the cost of manu-
facture by means of steam turbine stations is much less than with
the three other types of prime movers, even with coal costing
$4.50 per ton of 2,000 lbs., which is rather a high figure. Con-
trasting the steam turbine station with the internal combustion
station, H. M. Hobart has shown that even with the 22 per cent
annual efficiency of the latter plant, the total cost of manufacturing
energy is 13 per cent greater than in the case of steam turbine
11 per cent efficiency plant, for two reasons. First, the oil fuel
with a calorific value of 18,000 B. t. u. per lb., and costing 4 cents
per TJ. S. gallon, costs twice as much per kilowatt hour of calorific
value as the $4.50 per ton coal with 14,500 B.t.u. per lb. If the
coal had cost only $2.25 per ton (and good coal is obtained at
this price in many stations) then the oil would have cost "four
times" as much as the coal per kilowatt hour of calorific value;
and even if the oil engine station have had 44 per cent overall
efficiency, the fuel cos.t per kilowatt hour of output would have
been as great as in the 11 per cent efficiency steam turbine station.
Let us now investigate of what order of magnitude the efficiency
becomes when delivered to the driving wheels of the locomotive
after all the losses due to transmission, sub-station transforma-
tion, low tension feeders and locomotive motor equipment are taken
into account. Assuming a steam turbine station with 11 per cent
annual efficiency, it can be shown that the overall efficiency from
the coal pile in the power house, to the rims of the drivers, is,
for practically any well designed and commercially sound railway
scheme, of the order of 6.0 to 6.5 per cent. In this connection two
52
RAILWAY MASTER MECHANIC
February, 1914
noteworthy papers have been presented recently before the Ameri-
can Institute of Electrical Engineers. The first by H. M. Hobart,
entitled "2,400 Volt Railway Electrification" (A. I. E. E. pro-
ceedings, p. 1,017, May 20, 1913). The second by Chas. P. Kahler,
entitled "Trunk Line Electrification" (A. I. E. E. proceedings,
p. 1,057, May 20, 1913).
In the first paper, taking an example of a 75 ton electric loco-
motive hauling 10 Pullman coaches weighing 75 tons each, and
making a non-stop run of 100 miles in two hours, Hobart has
calculated the annual overall efficiency from coal pile to driving
wheels to be 6.1 per cent for dense service and 6.6 per cent for
sparse service. Comparing with this a 185 ton Pacific type steam
locomotive hauling the same train over the same distance at the
same schedule speed, he finds the net efficiency from the coal to the
drawbar of approximately 2.65 per cent, thus showing that the
electric locomotive requires only 47 per cent of the amount of
coal which is required in the case where the same train of 10 Pull-
man coaches is hauled by a steam locomotive. If this is expressed
on the basis of coal consumption per ton mile of "useful" load
(i. e. per ton mile behind the drawbar) we have:
For the steam train 0.163 lb. of coal per ton mile.
For the electric train 0.077 lb. of coal per ton mile.
But we read in Bulletin 402, published by the U. S. Geological
Survey, entitled ' ' The Utilization of Fuel in Locomotive Prac-
tice," by Dr. W. F. M. Goss, as follows: —
' ' Observations on several important railroads have indicated
that not less than 20 per cent of the total fuel supplied to loco-
motives performs no function in moving trains forward. This
amount is dependent only to a very slight extent on the character-
istics of the locomotive, being in a large measure controlled by
operating conditions, the length of divisions and the promptness
with which trains are moved."
There are other ways in which the fuel can be wasted. For
example, the fuel lost by 'dropping through the grates is a factor
that depends on the grate design, and on the characteristics of the
fuel, but chiefly on the degree of care exercised in managing the
fire. A familiar sight, when walking along the ties of some roads
(where they don't pinch you for trespassing) is the amount of
coal near the track and on the embankment, that has jiggled off
the tenders of passing locomotives; to say nothing of the lumps of
coal used by the firemen as ammunition against barking dogs and
other animals. Other considerations involved are: the cost of
the coal delivered at the convenient site of the generating station
is materially less than the cost of the same coal by the time it is
loaded on the locomotive tenders, and also, a cheaper grade of
lignite coal can economically be employed in a generating station
than on steam locomotives which are usually supplied with run
of mine. Thus, if the comparison were carried beyond the quan-
tity of coal per train mile and reduced to terms of the fuel cost
per train mile, the result would in most instances be to increase
the above 2 to 1 ratio (2 for the steam locomotive to 1 for the
electric locomotive) to a ratio more of the order of 3 to 1.
If the traffic of the country could be moved with only % of
the amount of fuel it now takes to move it, enormous quantities
of coal would be conserved for future generations. Let us get
some idea of the amount and value. In 1911 the total amount of
bituminous and anthracite coal mined in the United States was
approximately 535,771,000 short tons. For the same year in
Canada, 11,323,000 tons were mined, or a total of roughly 547,-
000,000 tons for the two countries.
It is estimated that locomotives use more than one-fifth of the
total quantity of coal mined. On this basis, we have the annual
consumption of coal by locomotives in Canada and the United
States amounting to approximately 110,000,000 tons. If it were
possible to save % of this, valued at $2.00 per ton, we effect a
yearly saving of roughly $147,000,000, which amount would go a
long way towards paying the interest on capital expenditures for
electrification.
But there is not going to be wholesale electrification that
will result in any such economies during the next few years. To
believe that we are face to face with such a saving would be
on a par with believing that, because the Mallet locomotive used
in the St. Louis tests developed under certain conditions a
drawbar horse-power hour form 2.6 lb. of coal and that by the
addition of superheaters, this figure could be reduced to approxi-
mately 1.6, we are then justified in assuming that the aggregate
coal consumption of steam locomotives can be obtained by
multiplying 1.6 lbs. by the aggregate drawbar horse-power
hours required to operate the existing freight and passenger
service of the country. In America, there is no evidence that
the heads of our steam roads are contemplating any general
electrification in the near future; for it is obvious that in these
days of railroad regulation and difficult railway finance, unless
we have a definite answer to the question, "Will it pay?" very
little progress can be made. But it is right at this point, how-
ever, that it is necessary to consider the subject in its very
broadest aspects. In no line of human endeavor is there such
building for the future as in railroading. Otherwise we would
not be witnessing the present increased activity in the applica-
tion of the electric locomotive to steam railroad properties. If
in the past, the electric locomotive has made inroads into the
steam field, in connection with tunnels, terminals and mountain
grades, it has been because it was the logical machine to adopt.
The saving may not be apparent in lower operating costs, but
may result from greatly increased capacity, the elimination
of water stations along the line, the reduced steaming capacity
of the steam locomotive in very cold weather, just at the time
it requires its maximum power, the increased speed of trains
over single track mountain divisions, the improvement in con-
ditions of travel due to the elimination of all smoke, the many
incidental advantages in having -electric power available at all
points of the system, and in many other different ways that will
suggest themselves to the seasoned railroad man. The point
that it is desired to bring out here, is that the interest in the
electrification of railways is fully justified, and that each case
should be considered on its merits. For many years to come, for
trunk line service, the steam locomotive will be used; but in
building for the future, it will be wise to thoroughly investigate
electric operation. We all know that in years gone by, many
trolley lines have been built much in advance of their com-
mercial justification; but the result has bee^i a tremendous aid
to the rapid extension and development of the communities
served by these lines.
The American Institute papers of Messrs. Hobart and Kahler
previously referred to, and also a paper by A. H. Babcock,
electrical engineer of the Southern Pacific Co., merit the perusal
of all thoughtful railway men; for in these papers, we have
the optimistic and pessimistic sides of railway electrification
discussed at great length by world-wide experts. To show that
engineers now realize to the full that electrification will be a
very gradual process, the following extract from Mr. Hobart 's
paper is of interest: —
"The predominating item in the capital outlay is that for
rolling stock; and against this outlay a credit can equitably be
allowed, since the replaced steam equipment can be used up on
non-electrified divisions. In other words, in making up its
budget for new rolling stock, a railway engaged in electrifying
its system by divisions, will in each successive year devote a
greater sum to the purchase of electrically equipped rolling
stock, and a lesser sum to the purchase of equipment for steam
operation. ' '
Leaving aside the economic feature, there are several im-
portant reasons why we have not seen electric operation more
generally adopted on steam lines. In the writer's opinion, the
foremost reason is the fact that in the modern steam locomotive
we have a mighty good thing. On the whole, it is very reliable,
and in what business is greater reliability required than in rail-
roading? Everyone knows it is pretty nearly as difficult to
change a Canon of the Church as to introduce some new feature
on railroad rolling stock. The attitude is reasonable, and
February, 1914
RAILWAY MASTER MECHANIC
53
natural; as the responsibilities involved in any radical change
are very great indeed.
Another reason is the fact that for the last few years there
has been a discussion going on in the various engineering
societies as to the best system to use; leading outsiders to be-
lieve that there has been a much greater lack of agreement in
regard to systems and standards than is really the case. How-
ever, as the economic range of application of each system is
becoming better known, we are now emerging from the chaos
of five years ago to a clearer understanding of the relative
merits of each system. The actual operating results from exist-
ing terminal installations has been a large factor in clearing
up debatable points.
Choice of System.
As in steam operation, there is no universal locomotive that
is used for freight, passenger or shunting service, so in electric
operation there is no one system that meets all the varied de-
mands of railroad operation. Experiments are being carried out
on both sides of the water with systems, employing mercury
arc rectifiers, split phase converters, special forms of single
phase motors, etc.; and while many of these systems show
great promise, they are still in the experimental stage, and we
will thus consider only the four systems furnished by the present
state of the art, as follows: —
1. The low pressure direct current (D.C.) system, working
at 500 to 600 volts.
2. The high pressure (D.C.) system working at 1,200 to
3,000 volts.
3. The single phase alternating system.
4. The polyphase (3-phase) alternating system.
System 1 has abundantly proved its applicability for electric
urban traction and short urban or interurban railway lines all
over the world. The low voltage employed limits the economical
use to a few miles, unless coupled with the employment of
rotary converter substations. In this latter case, the energy
is transmitted by three-phase alternating current at high voltage
to transformer stations along the line, and there changed to
D.C. current at 500-600 volts.
System 4, the three-phase system, finds its greatest applica-
tion for mountain grade divisions and tunnels with heavy grades;
as it is possible to introduce great economies in operation, due
to being able to connect the motors as generators and return
power to the line when going down grade. The Great Northern
Power Company has adopted this system, and its success and
the success of the Valtelina line and several other similar north
Italian lines, has encouraged an extension; and a Parliamentary
appropriation of twelve million pounds sterling has been made
for electrification of Italian main line railways on the three-
phase system. The greater complications of the overhead line,
involving a double trolley wire and those of the arrangements
for speed regulations have been arguments against the three-
phase system.
System 2, the high pressure D.C. system, while the last to
enter the field, is in the opinion of many, the solution for trunk
line electrification. It is now well known that the Lancashire
and Yorkshire Bailway Company is going to electrify a short
length of . line between Bury and Holcombe Brook at 3,000
volts D.C. It is not anticipated that the consumption of cur-
rent at the train will be in any way different from that of
any other continuous current train, but it is certain that the
capital cost of rolling stock will not be appreciably greater
than that of the low tension continuous current rolling stock,
and that a very high efficiency of transmission will be obtained
between the power station and the train.
System 3, the single-phase alternating system, has now been
tried out for a number of years. In this system, single-phase
traction motors having commutators called respectively com-
pensated series and compensated repulsion motors, have been
invented, and these can be accelerated and reversed with the
same ease as continuous current motors. The A.C. motors are
about half as large again as the D.C. for the same power output,
the switching arrangements are heavier, and the motor has
generally to be associated with a transformer; but the advantage
of being able to transmit and pick up current from overhead
trolley wire at high voltage and transform down on the locomo-
tive to low voltage is very great.
The future of railway electrification at the present time seems
to lie between the single phase alternating, and the high pres-
sure direct current systems for main line work. The nature of
the current affects the system of operation, and it is much
easier to obtain the power necessary to drive motor car trains
of varying make up with direct current than with single phase
alternating current. The horse power output per ton of elec-
trical equipment has been estimated at 11 H.P. for D.C, as
against 6 H.P. for A.C. motors. The operating costs for A.C.
system are certainly higher than for D.C. Mr. J. Dalziel, in
discussing a paper presented before the Institution of Electrical
Engineers, states, ' ' While the single phase system has certain
drawbacks in increased weight and cost of rolling stock equip-
ment, on the one hand, possible main line electrification cannot
with prudence be overlooked, especially on some lines; and
on the other hand, even in dense urban passenger traffic work,
its disadvantages are by no means so outstanding, and it in
fact has advantages of comparative performance sufficiently
great to make its rejection for any work that may be in con-
templation a matter for the gravest consideration, and, indeed,
of bad engineering where main line work is possible."
In America, however, in the opinion of the writer, the high
tension D.C. system has a preponderating advantage in that
without much difficulty, power can be obtained from existing
large stations whether equipped with 60 or 25 cycle generators.
The single phase system requires 25 cycles or lower; in schemes
of magnitude, 15 is figured. This precludes the single phase
A.C. system from obtaining power from any of the existing
supply companies, without interposing expensive frequency
changer substations, thus taking away the main excuse for
adopting the single phase system; namely, the use of simple
booths equipped with transformers instead of substations con-
taining rotative machinery.
The main essential is to thoroughly realize the limitations
of each system, and act accordingly. Each electric system has
its own particular field, and steam also has its field. The high
voltage D. C. system is not the panacea for all electrification.
Hobart says: "It is possible that the single-phase system may
play an important part in certain classes of railway work, such
as for hauling freight trains and express passenger trains; but
in the interests of railway electrification, it is important to
confine the application of the single-phase system to its true
economic range of work; or, at any rate, to classes of work not
widely outside of this range."
A method that has been recently adopted, where electrifica-
tion is under consideration, is for the railway to obtain alternate
tenders from firms of repute who are capable of carrying out
both systems equally well, not only for the first cost of the
installation, but also for the cost of operation. This method
has been recently followed by the Commissioners of the Vic-
torian Bailways, for the very large electrification scheme in the
vicinity of Melbourne. Tenders and guarantees were obtained
from all the chief manufacturers of the world, and a decision
reached only after very careful deliberation. The Melbourne
electrification is on a large scale, and is the first instance where
the decision has been made after a consideration of electrical
as compared with steam locomotive methods.
The writer is aware of the wonderful developments that
have taken place during the last few years in the design and
improvement of the steam locomotive; where we now have
large articulated compound engines capable of exerting draw-
bar pulls of over 100,000 lbs., working simple, and that it is
claimed by the use of superheat, the consumption of coal per
horse power hour at the drawbar is now only about 2% pounds.
It is safe to assume, however, that by the time the electric
locomotive has behind it the years of development now pos-
54
RAILWAY MASTER MECHANIC
February, 1914
sessed by the steam locomotive, considerable electrification
will have taken place. One of the biggest factors in bringing
this about on this continent is the fact, that, in spite of all the
muck raking magazine articles, it has been abundantly proved
that the railroads of this country are not over-capitalized and
that, on the contrary, they are very much in need of money
and added capitalization. In comparison with English rail-
ways, it has been shown that the American roads with only
one-fifth the capitalization per mile, handle one-fourth more
business, charge only one-third the rate, pay double the -wages,
and are supported by only one-seventh of the population. Is
it not safe to assume that some of the added capitalization will
go towards electrification, after its economies have been fully
proven? The present capitalization of English railways is very
much higher than in this country. This is undoubtedly hold-
ing back electrification to some extent, as the directors of
the roads are extremely reluctant to add anything to their
present burden of fixed charges.
The large water powers with which this country is endowed
should aid in electrification, since large quantities of cheap
energy are available in various parts of the country.
Indirect Advantages from Electrification.
Only one or two of the indirect advantages accruing from
electrification will be mentioned here. If the railroad pur-
chases large blocks of power at low figures -from the central
station supply companies at the large centers, it will be able
to utilize a portion of this energy for operation of its railroad
shops.
As the high tension transmission lines will in all probability
travel along the right-of-way of the railroad, taps can be taken
off from the lines and power sold to advantage to small towns
or large farms and ranches. Inexpensive stepdown apparatus
has lately been developed, enabling even small quantities of
power to be tapped off high voltage lines. In the great wheat
belts of Canada, the power could be sold to do the threshing
and perhaps in the future, to increase the yield per acre, due to
the direct stimulation of plant growth by means of electricity.
Experiments in England have shown an increase in the yield
per acre of from 15 to 50 per cent, due to a proper application
of high tension currents. In California it has also been shown
that an electrified field in which sheep are grazing, has largely
increased the yield of wool and improved the quality at the
same time.
The adoption of electricity as a motive power for all manu-
facturing operations would mean an immense conservation of
the labor of the nation. This would have a tendency to make
labor more remunerative, which in turn would stimulate inven-
tion in all kinds of labor-saving devices; in other words, elec-
trical appliances; and thus the all-electric millennium -would be
well on its way. In fact, the signs of the times are not want-
ing at the present moment; for just recently there has been
formed the "Society for Electrical Development, Inc.*' The
official slogan of this society is, "Do it electrically," and the
spontaneous support received from every branch of the industry
means an immense stimulus during the next few years. It
behooves us all therefore to be in a receptive mood.
REINFORCING WOODEN BOX CARS.
In an effort to strengthen the ends and draft sills of the 30
and 40 ton wooden cars, the Canadian Pacific Railway has added
Inexpensive reinforcements with most satisfactory results. De-
fective draft sills are replaced with 6-inch 22.7 steel Z bar
sills. Three-inch 6.7 Z bars are bolted to the end posts, ex-
tending to the bottom of the end sill behind the deadwood and
bolted to the end sill. Inch and three-quarter lining is applied to
cover the original lining, being secured with the end post bolts
as well as being nailed to the intermediate end posts and corner
posts.
The Z bar center sills have given the most satisfactory results.
They are very easily applied to the car, and there is no additional
delay on the repair tracks to equip the old cars with ths» steel sills.
The steel sills are riveted to the body bolsters, bolted to the
needle beams and securely attached to the end sill, the end sill
being supported by the reinforced end.
In the application of the 194-inch lining, over the original lin-
ing the cost of repairs to the original lining is saved, making
the addition of the heavy lining cost but very little. The Z bars
bolted to the outside of the old end posts are also an inexpensive
improvement as they can be applied over cracked posts.
C. P. Wooden Box Car Showng Reinforcing Lining. Note Bolts
Which Extend Through Lining and Outside Z Bars.
C. P. Wooden Box Car Showing Z Bar Reinforcement at End.
February, 1914
RAILWAY MASTER MECHANIC
55
Freight Train Handling
Draft rigging in fair to good condition is not pushed in nor
pulled out. It is either driven in or jerked out, both implying
a severe blow. The, severity cannot be judged by any shock felt
by those riding trains, particularly the engineer of a heavy loco-
motive. For a shock to be felt the speed must change suddenly
and considerably. The amount of the instant reduction in speed
of a modern freight locomotive that is necessary to cause a break -
in-two is too little to be felt as the severe shock that it is to
draft rigging. Engineers who do not understand this are prone
to attribute resulting failures to the condition of the draft rig-
ging instead of to their handling.
A train composed of empties behind loads is not an excuse for
breaking-in-two ; neither, as a rule, is an " old defect. ' ' Many
of such defects should be called ancient, as not infrequently they
are original in old couplers. While allowance will be made for
an old defect, yet the fact that its evident age did not result
in failure before, asks whether it would have occurred then with
proper handling; or, if the draft rigging was plainly defective,
why it had not been noted in season and the car switched to the
rear, or, if necessary, set out? Every "old defect" not original
with the part that failed was once a new defect, and the man
who breaks many of the "old defects" is one who is contribut-
ing to the new ones. Therefore, this bald statement cannot alone
be accepted as a sufficient explanation.
The secret of smooth train handling lies in ability to control
the slack, in preventing it from running in or out harshly. Where
so controlled no draft gear in fair to good condition will be dam-
aged. Slack action cannot be prevented, but by engineers acquir-
ing knowledge of the various causes for it and exercising fore-
thought in the use of steam, train brakes, independent engine
brakes and sand, it can generally be controlled, even to the extent
of avoiding further injury to damaged draft gear. The heavier
the locomotive and the longer the train the greater is the care
required. In train handling harsh running out of slack is the
usual trouble, proven by about 40% of the break-in-twos occurring
within ten cars of the engine. Slack is run out by the use of
steam as well as brakes.
Comparative records of engineers and conductors in the same
class of service, where all must at times have trains requiring
more than usual cars to avoid draft gear damage, prove that much
of the damage which some experience can be avoided. To effect
and maintain an improvement the co-operation of all concerned,
including switchmen and car men, is requested. Intelligent ob-
servance of the following will aid greatly.
Instructions for Freight Engineers.
Slack cannot be changed both gently and quickly; therefore,
"make haste slowly" is imperative when steam, grade or brake
action is changing the slack, either stopping or starting trains.
That is, where any one of these is changing the slack allow
ample time for the change to be completed before doing anything
that would hasten it. Also, do not endeavor to start until the
gage indicates sufficient brake pipe pressure to give reasonable
assurance that all brakes are released.
As one illustration, when releasing the train brakes while run-
ning, do not commence to use steam until certain the slack has
had ample time to run out, and even then start its use gradually.
Another is where, when running forward, steam is shut off and
brakes applied; allow ample time for the slack to run in before
applying the brakes. Even then make a slight reduction if the
speed is low. The following is an example of insufficient time and
results: Where a long train has just been started, and while the
engine is working heavily, if steam is shut off suddenly and a
heavy service application is made at once there is liability of
driving in couplers or even of " jackknifing" any weak car near
or ahead of the middle of the train.
There are two kinds of slack, loose slack and spring slack.
*Eead by F. B. Farmer, of the Westinghouse Air Brake Co., at the
January meeting of the Western Railway Club.
They work together. Loose slack is that which can be run in or
out without compressing the draft gear springs. It merely per-
mits of shocks. Spring slack is the additional amount that can
be had, in or out, when these springs are compressed, and which
helps to drive the slack in the oposite direction and thereby in-
crease the shocks. The first of the following illustrations gives
an example of this draft gear spring action. These springs are
compressed with slack either in. or out heavily, and at such times
their action must be considered as well as that of steam, the
brakes or the track.
With no slack and good draft rigging trains could not be
broken in two. The same can be said with slack either all in or
all out and held so. The damage arises from its sudden change.
When slack runs in or out rapidly one part of the train gradually
attains a lower speed than the other and the shock is the result
of the draft rigging having to suddenly make the speed uniform
on the instant the slack is all in or out. How heavy the shock
will be depends mainly on the difference in speed that must
instantly be made uniform and on the weight that must sud-
denly be altered in speed. Weight is important, as with a heavy
locomotive or loaded cars, but change in speed is more so as
changing it suddenly 3 m.p.h. will cause nine times the shock
than will a similar quick change of one m.p.h.
To illustrate, suppose that on an ascending grade, steep enough
to alone start the cars back, a long train was stopped with the
engine brakes only, fully applied as the speed became low and
held on after stopping. The compressed draft gear springs
would help the grade to start the rear and back and when all
slack had run out, the rear half of the train could easily be
moving at three or four miles per hour. If the engine brakes
could be released on the instant all slack had run out the jerk
necessary to instantly bring the standing engine to three or four
miles per hour would be more than draft rigging could stand,
yet it would be worse if the engine brakes were applied.
Had the engine braking power been gradually reduced as speed
became low and entirely released shortly before the stop was com-
pleted the compressed draft gear springs would have gradually
run out the slack. Then the grade would have started the entire
train back with little or no slack action and a light application
of either the train or the engine brakes would have stopped it
without damage.
Again, assume a long train, having empties behind loads, being
stopped with the train brakes, on a level grade and from 25
m.p.h.; that the first reduction and leakage had reduced the
speed to 6 m.p.h.; that at this time, when the brakes on the
empties had the slack pulled out heavily, a further reduction of,
say, 7 pounds, were made. The head brakes would feel it first
and start the slack in. Just as this would stop the loads from
pulling on the empties, the latter would feel the reduction. At
low speed brake shoe friction is high. Hence, the empties would
' ' anchor, ' ' and by the time they had run out the slack the
majority of the train would be three or four miles per hour lower
in speed than the engine, meaning that the latter must instantly
be reduced in speed that much. Draft rigging could not stand
this and a break -in-two would follow.
Had no reduction been made at 6 m.p.h. the slack would not
have changed except to draw out a little more. It could not
run out, as the only additional possible would require more com-
pression of the draft gear springs. These are compressed with
slack pulled out as well as when it is pushed in. Hence, there
could be no bad jerk, merely a hard pull and, possibly, a light
jerk. But even this would be avoided if, when within 40 feet
of stopped, an additional reduction of 6 or 7 lbs. were made. The
forward brakes would feel it first and would start the slack in,
but the train would be stopped before the rear brakes could re-
spond to this reduction and run the slack out again.
Yet another illustration: assume the same train being backed
at low speed, engine working heavily, draft gear springs thereby
56
RAILWAY MASTER MECHANIC
February, 1914
compressed; then, that steam were shut off and, say, a service
reduction of 8 lbs. were made. The brakes on and near the engine
would feel it first and start the slack out, the coupler spring
would help to run it out faster and by the time it was all out
there would be a similar difference of 3 or 4 m.p.h. in speed
between the ends of the train. While the shock would be severe,
possibly enough to cause damage, it would be less than with the
loads at the rear end, and even then much below that in the
fore part of the previous illustration, because of the lesser weight
to be suddenly reduced in speed.
If, when backing, steam had been used somewhat lighter at
first, then heavier from the time the brake application was begun,
the reduction had been but 6 lbs., and if the engine had been
prevented from applying, no serious shock would have occurred
at the rear end because the lighter reduction would have had less
effect, and the heavier use of steam then and preventing the engine
brakes from applying would have largely offset the effect of the
earner response of the head than of the rear brakes.
"With sufficient tie another method would produce equally good
results. That is, shutting off steam, waiting for the compressed
coupler springs to drift out the slack, applying the engine brakes
lightly to stretch it farther, then making the reduction of 6 lbs.
and at the same time releasing the engine brakes. However, this
would take more time than is generally had. is more complicated,
and, therefore, the other method is better.
The foregoing illustrations of the wrong and the right methods
are to demonstrate that the main cause for damaging shocks in
train handling is slack action, and that it can be controlled.
While showing that the use of steam can help to prevent harsh
slack action, by opposing the tendency of the brake action to
change it, it is plain that if used in the same direction as the
brakes tend to run it, the slack will be increased. Bear in mind,
though, that if the slack is either in or out heavily any brake ac-
tion that tends to run it in the same direction cannot cause any
severe shock; therefore, that, when running ahead, slack in is
generally more favorable for applying, as slack out is for releas-
ing. While it would make the instructions too long to cover
every condition of train, or brakes, of track, speed, etc., by illus-
trations and specific directions, the foregoing and the foDowing
instructions will almost invariably enable any engineer, who has
the knowledge he is supposed to and who exercises judgment and
forethought, to avoid damaging shocks from slack action.
Undesired quick action or ' ' brakes dynamiting ' ' can be caused,
especially with long trains, by a very light (3 or 4 lbs.) or very
slow reduction (lapping the brake valve and allowing brakes to
leak on), where it would be avoided by braking as directed.
Therefore, avoid these two bad practices. If it cannot be avoided
the shock will be less where the speed is higher, but the faulty
triple valve should be located, cut out and carded. In starting
a freight train keep the engine at a slow and uniform speed for
two car-lengths, and don't vary this rule because less distance
may have started the entire train.
In slacking to start a train, endeavor to take either a foot or
two or the slack of the entire train. Take but little if slacking
the entire train will allow the rear end to run back, as an attempt
to take all then will almost certainly cause damage. With a helper
at the rear any slacking should be done carefully by the helper
engineer, the head engineer keeping the throttle open moderately,
but prepared to temporarily ease off enough to prevent a lunge
when he is started. With two engines ahead the second engineer
should allow the head one to start the train, or, if impossible, to
almost stall before aiding him. Starting together will cause a
severe shock if any slack is in.
Excessive slipping of drivers causes severe shocks to draft
rigging. The coupler springs cause the slack to change quickly,
and this is usually followed by a severe shock with the renewed
use of steam. Hence, when slipping is probable, use sand. Also,
when working an engine heavily at slow speed use no more
throttle than necessary. Full power is then obtained with a mod-
erate opening. The beginning of slipping will instantly reduce
the steam pressure in the cylinders, and, with the quick and
slight closing of the throttle then possible, will at once "steady"
the engine without much 'change of slack or loss of speed. With
two or more engines in a train, excessive slipping of one will
often cause the other or others to slip.
How rapidly any certain brake action, either application or
release, may change the slack depends on the speed, because brake
shoe friction, the actual holding power, is higher, with the same
application, as speed is lower. This is why the slower-releasing
rear brakes are hable to cause a break-in-two on attempting to
release at low speed, particularly if the reduction is heavy, yet
will not produce any appreciable shock when release is made at
the higher speeds. Therefore, it follows that the lighter the
reduction at any certain speed the less will be the slack action.
The higher the speed or the lighter the application the less will
be the slack action from either applying or releasing.
Attempt no "spot" stops. This means do not endeavor to run
up close to a switch to head in, and to always stop short and
cut off for coal and water. The main object is to stop properly
within any reasonable distance short of the switch, the water
tank or coal chute. Proper stops can not be made regularly, and,
at the same time, stop the engine at some desired spot. Trying
to stop close to the switch or to spot for coal or water without
cutting off causes the trainmen more work, by draft gear damage
that occasionally results, and injures the reputation of an engine-
man.
Shut off steam gradually and allow ample time for the engine
to drift in the slack as much as it will before commencing to
apply the brakes. With a drifting throttle use no more steam
than necessary and none below 7 or 8 m.p.h. If set when at
normal speed and not changed, the engine will be working hard
when speed is low.
At ordinary speed make each stop with one application but
with two reductions. Make the first reduction sufficient and at a
point to insure that it alone will, with no additional reduction,
prevent the engine from passing the objective point. Take all
chance of error in judgment on the side of stopping too soon.
Then, when not over 40 feet from stopped, make the second reduc-
tion of 6 or 7 lbs. The only object of this second and final
reduction is to start the slack in at a time too late for it to
run out again before the stop is completed, thereby reducing
possible strains on the draft rigging and bunching the slack more
or less for starting. It must not be made earlier than directed
as to do so is liable to cause a break-in-two rather than prevent
one. When made properly the brake valve will be discharging
when the engine stops. If the grade permits, release may be com-
menced as soon as the train is stopped and without waiting for
the brake valve discharge to cease.
The heavy use of sand for the last eight or ten car-lengths
will increase the holding power of the head brakes and will reduce
liability of driving wheels sliding. Eeleasing the locomotive
brakes or reducing their holding power at this time increases
liability of damage to draft rigging and should be avoided if
possible.
If the slack stayed in after the first reduction no harm would
result from making more reductions between it and the final one,
but the engineer cannot know how the slack will be with any
train other than one with empties behind loads. With the latter
the slack is sure to stretch after each reduction but the one made
within 40 feet of stopped, and this may be true of any other
make-up. With slack out each reduction starts it in and is fol-
lowed by it running out. The slower the speed and the greater
the reduction the heavier will be the run-in and the following
run-out ; hence, the worse the jerk.
The amount of initial reduction should suit the speed of the
train and the grade, and must not be less than 6 lbs. nor over 12
lbs. For speeds of 15 m.p.h. and less use a 6 to 8 lbs. Above 15
m.p.h. use as much less than 12 lbs. as conditions will warrant.
The objects sought are to have all slack action take place at the
higher speeds, so as to insure that it will be gradual, at the same
time to permit it to adjust itself however it will, and then not to
February, 1914
RAILWAY MASTER MECHANIC
57
disturb it any by further reductions until the final one; also, to
avoid a total reduction of over 20 lbs. if practicable.
An exception to the rule of one application for stopping a
freight train is where speed is very high, particularly where the
stopping place is a meeting point or a railway crossing; in fact,
any place where additional hazard would follow lack of entire
control. Under such conditions a reduction of about 12 pounds
should be made far enough from the objective point to permit of
slowing the speed to between 20 and 25 m.p.h., not lower than 20
and of releasing and recharging quite thoroughly before reaching
the place where the regular application for stopping should be
begun. ,
When stopping a long train while backing at moderate or low
speed use a light reduction, keep the engine brakes from applying
and continue to use steam. The object is to prevent the slack
from running out harshly.
Speaking generally, all stops should be made with the train
brakes, experience having demonstrated that rough work too fre-
quently accompanies stopping with the independent engine brakes
because the power of these brakes on a modern freight locomo-
tive and the time necessary to run the slack in or out gently are
neither not appreciated or the knowledge is not used.
The presence of " K " triple valve will not permit of releasing
long trains at low speeds unless the forward 25 cars have these
valves and cut in. The holding power that can be retained on
the engine will not alone permit of this. It is a help, but has
its limitations and which are far below that of 25 "K" triple
valves.
At how low speeds brakes can be released without liability of
damage depends on how heavily they are then applied, the amount
of main reservoir pressure, the length of the train, whether slack
is then in or out, lightly or heavily, and on whether track condi-
tions (sags, humps and curves) do or do not favor releasing.
Plainly, no simple rule can care for these varying conditions.
Where reasonably efficient retaining valves are in use, it is
practicable to release at somewhat lower speeds than when they
are cut out — handles down. While the head brakes always start
to release before the rear ones the retaining valves cause a much
slower fall of brake cyclinder pressure than when they are not in
use and this causes the slack to run out more gradually.
The most favorable conditions for releasing brakes are train
standing, maximum main reservoir pressure and brakes almost
fully applied. The most difficult release is when the brake pipe
pressure is very low, as where the engine has been cut off for
some time, after a burst hose, a break-in-two or emergency appli-
cation, because of the large amount of air required to raise the
pressure in the brake pipe, also in the auxiliary reservoirs of all
early releasing brakes, above the pressure in the auxiliary reser-
voirs of the best holding brakes, particularly those at the rear.
Next in difficulty of releasing is after a light application from
standard pressure. The high amount remaining on each triple
slide valve makes it harder to move to release, and the lesser
difference between the brake pipe and the main reservoir pressures
causes a more gradual flow into the brake pipe, and, consequently,
a slower rise in its pressure. To insure release a quick and con-
siderable rise of brake pipe above auxiliary reservoir pressure
must be had. Furthermore, in trying to get this to the rear after
a light application the head brakes are sure to be so heavily
over-charged, above the adjustment of the feed valve, as to insure
that some will re-apply and stick.
Where a light application is had it should be increased before
attempting to release. With trains of over 60 cars it should be
increased to at least 15 lbs. below the standard carried, and to
10 lbs. with shorter trains. Of course, it may be necessary at
times to release after a slow-down without the reductions stated,
but such conditions should be avoided as far as practicable and no
release attempted with a very long train after a very light re-
duction from full pressure.
The proper way to release the brakes on a long freight train
after an ordinary application is to use release position for about
15 seconds, return to running position, and, after the brake pipe
pressure has equalized but before fully recharged (about 7 to 10
seconds), made a "kick-off" movement, to release for a second or
two, then back to running position. If ' ' ET ' ' equipment is had
make the first return from release to holding position, make the
' ' kick-off ' ' movement and then graduate off the locomotive brakes
by movements from holding to running position and back.
To release when brake pipe pressure is very low, as after being
cut off for some time, following a burst hose, etc., the brake valve
should have been on lap long enough before attempting to release
to obtain maximum main reservoir pressure. Then release position
must be used longer than 15 seconds; in fact, until on use of run-
ning position the brake pipe pressure is within 10 lbs. of the
standard carried. If the rise to this pressure is quick it is then
sufficient to make the "kick-off," but which may have to be re-
peated, as head brakes may have been overcharged more than
usual. If the final rise to the pressure stated is slow — a mere
"pump-up" — when it is obtained lap the brake valve until full
main reservoir pressure is again had and then make the regular
release.
Making the "kick-off" movement with the brake valve when
the brakes are fully charged is undesirable as it is liable to over-
charge the head brakes and cause them to apply and stick. With
proper releasing it is rare that any brake fails to release or finally
reapplies.
When running, and particularly at low speeds, do not release
the train brakes just before or about the time a service reduction
is ending, as the reduction will have bunched the slack. This
does not apply when standing.
A train should not be held with the train brakes for over ten
minutes on a grade where brakes are required to prevent move-
ment. The engine brakes alone will hold a very heavy train on a
steep grade if the position of the slack is such as to prevent cars
from starting when the train brakes are released; for example,
all slack in at the stop on a descending grade.
The value of the engine brake is so great in preventing slack
action as to warrant no unnecessary reducing of its holding power.
However, drivers must not be slid. While it is known that slippery
rails induce sliding, but which condition can be improved by use
of sand, it is not so generally known that an equal reason for
sliding is slack action that causes a push or pull on the engine, and
not necessarily any severe jolt or jerk, an additional reason for
avoiding harsh slack action. But at any time that sliding is at
all liable the engine man should, with the "ET" equipment, have
a hand on the independent brake valve, prepared to partially or
wholly release the driver brakes promptly if the circumstances
demand.
If with the "ET" equipment the driver brake re-applies
("creeps-on") after releasing the train brakes it generally indi-
cates that the train brake release was not made properly; but the
driver brakes should not then be released with the independent
brake valve as this will render them liable to "creep-on" again.
Instead they should be released by a quick "kick-off" movement
of the automatic brake valve.
Uniform and correct regulation of the brake pipe and main
reservoir pressures have an important bearing on good braking.
Hence, enginemen are directed to see that the air gages indicate
correctly and that the feed valves and the governor regulate the
pressures at the required amounts and without material variations,
reporting them for needed cleaning or repairs in season to insure
this. The uniform regulation of brake pipe pressure is particu-
larly important. If the feed valve allows it to vary three pounds
or more brakes will be much more liable to "stick" and to
"dynamite." The amount of the main reservoir pressure has an
important bearing on the promptness of releasing and of recharg-
ing the brakes. Too low pressure delays these, and too high
pressure causes unnecessary wear and heating of the air com-
pressor. The duplex governor, properly regulated, permits of high
pressure when needed, yet reduces compressor labor at other
times.
Except where differently authorized the standard freight train
pressures are: brake pipe 70 lbs. and main reservoir 90 lbs. low
58
RAILWAY MASTER MECHANIC
Februarv. l'H4
pressure and 130 lbs. high pressure. If the air gages are correct
the hands indicating brake pipe and main reservoir pressure will
register alike if, on a light engine, the automatic brake valve
(Westinghouse) is in release position. Enginemen should make
this simple test each trip and report gages for testing and adjust-
ing whenever the variation exceeds three pounds.
Instructions for Freight Conductors.
Freight conductors should inspect for stuck brakes and damaged
draft rigging as trains are pulling out of terminals and. whenever
practicable, on starting from points en route. Cars with draft
rigging obviously liable to fail soon if nothing is done to prevent
must not be taken out of terminals, and where noted at other
points should be placed toward the rear if this will answer. Other-
wise chain up also or set out if this will not make the car safe,
as a break-in-two occasionally causes damage elsewhere in the
train.
Railroad
Conductor s Break-in-Two Report
Train
Eng No._
Direction
Engineer
c oa e.u uu '•» J" ™ .
»■ *— .*• '..-« OM
c— ■
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in
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ii ~ I i
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if 1 1
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[odicaw foflowi»( auiM by X. bat ako give rail explanation in every cue. Id (1). <6) and (7) i
man y ear* from *cgice
MTXAK-IN-TWO
CM n M
k.
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m iMaAfiidlMlla,
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~W n Ea( ■ TUi Int* ' «-
CONDUCTOR
rm*J 1* Tnw> HMur «nd aapj t« Tnw*. V»«t
Form for Conductor's Report.
They should report fully every break-in-two, including ' ' clip-
bys, " whether or not damage is done, giving reason for failure.
Brake pipe leakage should be stopped promptly. This includes
even small ones and particularly so where the total amount is
excessive, either as learned from the engineman or observed by
the caboose gage. The latter shows it after an application is
begun and also when the locomotive is cut off. It is excessive
where, with the brakes applied, the leakage alone will reduce the
pressure from about 60 lbs. faster than 7 lbs. in a minute. The
longer the train the more air is lost with the same rate of
leakage.
The caboose air gage is to insure greater safety and better
air operation. These ends can be attained where those whose
duty it is to observe the gage do so with sufficient frequency and
with an understanding of what it can indicate. From the speed,
the pressure shown by the gage and the knowledge that should
be had as to what the brakes could be expected to do it should
he known whether the train can be or is being safely controlled
by the engineman. Also, when air brakes are being released and
recharged this gage and knowledge of the brake pipe pressure
required to insure release at least 55 lbs. where a service appli-
cation had been made from 70 lbs. and more if made from
higher pressure or by an emergency application) will indicate
whether signal to start should be delayed until more pressure
is obtained. On a steep, descending grade full pressure should
be had before this signal is given.
The conductor should be held strictly responsible for such
observance of the caboose gage, either by him or the rear brake-
man, as will insure against danger from a closed angle cock or
low pressure from any cause. The gage must lie observed continu-
ously descending a steep grade. It must also he noted when
approaching a meeting point or other place where extra hazard
would result from a closed angle cock or low pressure. Where
such observations indicate danger take any needed precaution, in
the way of signals or application of hand or air brakes, as the
circumstances warrant.
Conductors and Enginemen.
Where undesired quick action occurs with proper braking pro-
ceed to locate, cut out and card the brake with the faulty triple
valve. The difficult one to loeate is where it does not ' ' dyna-
mite'' at standing applications, appearing to only when making
a stop. It will do so just as regularly when standing if the test
application is deferred for some time after brakes have been fully
Engineer's Break-in-Two Report
Railroad
Train - Direction
Total Cart Coupled Loads
Tinu .Delay Hrt.
Was (rain Starting Stopping
Eng. No. Coadr.
Number Empties behind Loads_
I' Starting tea* slack taken'
Was steam being used 7
Were brake* being released!
Mix Nearest mile pott or station (Girc branch letter)
_ . Running Backrng StnttMnmg
Speed at break-in-two
-Speed when shutting of!
^Am't. first red~n_
Were engine or train brakes being used? _
How long before brakes applied
Am't. final reduction Bow far from stop_
reduction (Note: Where engine brakes independent m straight-air need, gire brake
_ Speed then
. Total reduced just before final
•jfUnder pressure where reduction asked for /
Any previous severe shocks'
.Where'
Cause'
No. of cart from engine where break occurred! -
State fully your reason for break-in-two;
Engineer _
Make reports in duplicate and mail original to Traveling Engineer and duplicate to Train Master
Form for Engineer's Report.
charged, at least ten minutes. Also when wanted, as when test
ing for it standing, make a very slow reduction of 3 or 4 lbs.,
wait on lap until brake pipe leakage has increased this to 7 or S
lbs. and then, if it has not occurred, add 6 or 7 lbs. in the ordi-
nary manner.
But before starting to test for it. the observers should dis-
tribute along the train, standing back about two car-lengths from
it so that by hearing, and by seeing in day light, they may note
the direction from which the quick action comes and be able
thereby to concentrate attention on the part of the train where
it starts. After it occurs, and before signal to release is passed
to the engine, each observer who thinks he has located the faulty
brake should cut out it and two on each side of it. Then, when
the other brakes are released he should slowly open each of the
cut-out cocks he has closed until the brake starts to release, then
move the end of the handle about one-fourth inch farther toward
February, 1914
RAILWAY MASTER MECHANIC
59
open position. The object is to make a large enough opening
through the cock for the brake to charge anil to respond to a
service reduction, yet so small that if it applies quick action it
cannot reduce the brake pipe pressure fast enough beyond the
cock to throw other brakes into quick action. A further advan-
tage of the five brakes almost cut out is that, even if the faulty
valve is not among them, they will usually stop quick action
and thereby show in which direction further attention should be
concentrated.
After the brakes are again recharged and a sufficient time has
elapsed (such haste in re-applying as previous undesired quick -
action is then a waste of time) the test application should be re-
peated. If the faulty valve is among these almost cut out it
alone will apply quick action ami will usually release immediately.
If not among these the observers should change to a portion of the
train where the quick action came from and then repeat the tests.
When the faulty valve is located it should be cut out and carded.
Then, before starting, all other brakes that were almost cut out
must be fully cut in. No excuse will be taken for failure in
this as any so left might stop desired quick action and, by the
slower brake 'application, endanger the safety of the train. A
lesser evil would lie that with either desired or undesired quick
action the shock from slack action would be greatly increased if
quick action could not act throughout the train.
REPLACING THE VACUUM.
A plug railroad in Indiana had one locomotive equipped with
two injectors, one of which had never worked. One day the
second injector failed to operate and help had to be sent for
from a distant machine shop. When the physician machinist
arrived and tried to work the injector, lie told the man in charge
that the throttle of the injector leaked and broke the vacuum
which prevented the instrument from raising the feed water.
"That's all right," commented the man in charge, "take out
the vacuum and I'll send to William Sellers & Co. for a new
one." — The Scenic Lines Employes' Magazine.
The Atchison, Topeka & Santa Fe is building a roundhouse,
shop, office, sand house, water tank and car repair shed at
Brownwood, Tex. The foundations are all in.
LEVERAGE APPLIED TO A FIRE DOOR.*
The accompanying illustrations are of a foot-operated loco-
motive fire door, which affords a very interesting study in prac-
tically applied levers.
The door consists of two similar parts of suitable size to cover
the door opening, these being mounted on another casting, which
is bolted to the boiler-head in the same manner as the ordinary
hand-operated door frame. The two half-doors pivot on two
studs, which plainly show, ami are so connected by lexers that
one balances the other, the only force necessary to open them
being that necessary to overcome their inertia and the slight
friction of the pins, on which the doors and lexers turn.
There are two points that are the cause of the door's perfect
operation, and it is of these that we wish to write more particu-
larly, as they afford a nice study in leverage.
Upon applying the foot to the foot lever, which has a ratio
of about 2 to 1, this pressure is transmited by means of rod 1
to the under side of the upper half-door casting, which is bal-
anced by the lower half, as the distances from fulcrums 6 and 7
to the pins connecting rods 2 and 4, respectively, are the same,
and the fulcrum pin 5 being in the center of lever 3. You will
now notice that the top of rod 1 is L-shaped (inverted) and
somewhat sloping at the left, causing the point of contact to be
at the right or nearer the center of the door, giving a compara-
tively long distance from the pin 6 and permitting a slight
force to start the doors open. As the doors open, however, the
point of contact moves outward, thus decreasing the leverage,
which is not needed now as inertia being overcome the doors are
easily kept in motion, but rapidly accelerating the motion of the
door with the same rate of movement of the foot lever. This
provides an easy starting and rapid opening door.
We stated previously that the door eastings are similar, and,
i'n fact, they are cast from the same pattern, but you will notice
that the pin for the connecting rod 4 of the lower half-door is
almost on a straight line from the main fulcrum pin 7 and the
center of gravity of the door (e), while the corresponding pin
in the upper door is placed considerably above this line.
In opening, the upper door is a lever of the third class, the
' By \\°. .]. Jarrett, in The Scenic Lines Employes' Magazine.
Denver & Rio Grande Balanced Fire Door.
60
RAILWAY MASTER MECHANIC
February, 1914
power from the foot lever, by means of rod 1, and that from rod
2 being applied between the fulcrum and the weight, of course,
is the door itself; while the lower door is a lever of the second
class, the door being the power applied, and the point of applica-
tion the pin in rod 4, which is between the power applied and
the fulcrum, this power being transmitted by means of rod 4,
lever 3 and rod 2 to the upper door.
In closing, the class of the levers is reversed, the upper be-
coming of the second class and the lower of the third class, the
foot lever having no effect now, and you will notice that, in
opening, the line of rod 2 is brought much nearer the fulcrum,
thus changing the ratio of this lever, giving it a greater lever-
age, causing it to overcome the weight of the lower door, which
remains at practically the same ratio in both positions, and
closing the door promptly, this being the effect desired and
obtained by making practically a bent lever of the upper door.
The advantages of this door over those operated by air are
many, among which may be mentioned lower first cost, due to its
few parts; simplicity of construction and small amount of
machine work necessary; practically no cost for maintenance,
as there is nothing to get out of order, and its not being de-
pendent on the air supply for its operation.
No additional work is required on the part of the fireman as
the act of shifting his weight from one foot to the other in
firing gives sufficient pressure to open the doors. Due to the
shifting leverage, as abo\ T e described, the travel of the foot pedal
is only about 1^4", this depending upon the amount of opening
desired. The doors in service on the Denver & Kio Grande are
set to give from 12" to 13" opening. On roads which use an
8" or 9" opening the foot travel could, of course, be decreased.
This door affords one of the best examples of the practical
application of the principles of leverage that have come under
our observation, and is the result of a suggestion of W. O. Cook,
general road foreman of engines, developed by G. W. Bashaw,
chief draftsman, assisted by P. C. Withrow, mechanical engineer,
>of the Denver & Eio Grande.
TIRE TURNING TEST.
A driving wheel tire turning test was recently conducted at
the Clifton Forge, Va., shops of the Chesapeake & Ohio which
is of interest to those who want to get a line on the speed
of such operations in shops other than their own. A set of
four pair of 56-inch tires were turned out in one hour and
fifty-two minutes, the best time made on finishing one pair
being 24 minutes. The average time from floor to floor was
28 minutes. A set of six pair of drivers were turned out in
two hours, fifty-two and a half minutes. The best time made
in finishing one pair of this last set was 28 minutes from floor
to floor and the average time was 28% minutes. The figures
and illustration were furnished by E. A. Murray, master me-
chanic. This is a good record and we would be glad to hear
from our readers with regard to similar tests.
Tire Turning on the C. & O. Ry.
Balanced Fire Door Used on the Denver & Rio Grande R. R.
„ studded to
Boiler
s/4'5tvd5
February, 1914
RAILWAY MASTER MECHANIC
61
TENDER DERAILMENTS.
By. F. W. Green, M. Am. Soc. M. E.
The elimination of railway accidents is the obvious purpose
of the "Safety First" movement, which occupies a prominent
place in railway thought at the present time. Of the various
kinds of train accidents, tender derailments are perhaps of
most frequent occurrence. This discussion will endeavor to
ascertain their cause, and to suggest remedies for their pre-
vention.
Assume a tender of the usual type, weighing 140,000 lbs.
when loaded with coal and water. It is a common practice
to design tenders of rather short length, in order to avoid in-
convenience to the fireman in reaching for coal. The capacity
necessary to properly serve the large locomotives now in use,
must therefore, be obtained by increasing the height. This
produces a tender with a low ratio of length to height, and a
relatively high center of gravity. The short length requires a
rather close spacing of the tender trucks; and this in turn, a
rather close spacing between the rear wheels of the locomo-
tive — whether driving or trailing — and the front tender truck.
Railway track is not rigid and unyielding, but is subject to
depression proportional to the weight of each passing wheel
load. Its co-efficient of rigidity, if such a term may properly
be used, is dependent upon the character of the roadbed,
drainage, ballast, ties and rail. Since this is an extremely
variable quantity, inequalities in track level, surface and lines,
are the inevitable consequences.
The weight of the tender body and contents is transmitted
through center plates to the bolster of each of the two ten-
der trucks, when the track is level and in perfect line and
surface. In the case assumed, there would be seventy thou-
sand pounds carried upon each truck; and one half this amount,
or 35,000 lbs. on the two wheels on each side of each truck.
As long as perfect track continues the wheel reactions will
remain equal, but as soon as une-\»n track is traversed, the
wheels will naturally follow the de^wessions and irregularities
in the track. Suppose the front track falls into a depression.
Both truck wheels go down on tim right side, relaxing the
right front truck springs correspondingly, which in turn pro-
duces a compression of the track springs en the left side of
the front truck, causing an upward thrust upon the left front
side bearing. This upward thrust is then transmitted to the
tank body causing it to rock to the right. The right back
side bearing then comes into play, receiving the/downward
thrust due to the rocking of the body, and transmitting it to
the right back truck springs. On the rebound the left front
side bearing again comes into play but with a reversal of
function — receiving a downward thrust this time, instead of
imparting an upward thrust as before. Briefly then, the rock-
ing of the tank body, which is caused by inequalities in the
track, ordinarily is eventually dampened or dissipated by the
truck springs absorbing shocks imparted to them through the
side bearings. v
We will now assume further that track irregularities, low
joints for example, occur at regular intervals. "When such
places are encountered in the passage of the train, if the rock-
ing of the tank body is contrary to the effect produced by the
low joints, the condition resulting is illustrated by Fig. 1, in
which it will be observed that the motions tend to neutralize
each other. But, when the rocking of the tank body is. syn-
chronized, as it were, with the low joints, then the resulting
condition is sh*)wn in Fig. 2. In the latter case violent shocks
Track
Tender
are produced at a time when the dampening effect of the truck
springs is a minimum and they are unable to perform their
proper function.
As before stated, when the track is level, the entire weight
of the tank body is transmitted through the center plate
equally to the wheels on each side of the truck. But when
the tank body is rocking, this condition does not exist; a por-
tion of the weight is taken from one side and added to the
other, with each swing of the tank body. The numerical value
of this weight is of course, proportional to the distance the
side bearings are located from the center plate, the strength
of the truck springs, the height of the center of gravity of
the tank body above the center plate, and the amplitude of
the swing. If we call the normal weight N, and the abnormal
weight A. then when there is no swing, A equals zero. But
when the body is rocking, one side of the truck has a reaction,
N plus A, and the other side, at the same instant, a reaction
equal to X minus A. Xow, X plus A is greater than N minus
A. We have therefore a greater weight on one side than on
the other with a constant force exerted through the center
pin, and equal lever arms from center pin to wheels on either
side. When forces are equal, the rates of acceleration are
inversely as the weights. In other words, with a given pull
through the draw bar, transmitted through the center pin to
the truck bolster, the side of the truck having reaction N
minus A will move faster than the side having reaction N plus
A. If A is large enough, and the force transmitted through
the draw bar is great enough, it inevitably follows that the
truck must tend to revolve in a horizontal plane with only
the wheel flanges to resist this tendency.
We have thus seen how tender derailments are produced.
Derailments of any other cars are produced in the same man-
ner, but are of somewhat less frequent occurrence, because of
lighter loads, lower centers of gravity, etc. The remedies for
their prevention seem to be indicated along the following
lines:
1. Track conditions should be made as nearly perfect as
the present state of the art will permit.
2. When imperfect track is unavoidable the speed of trains
should be reduced to such a point as to avoid excessive rock-
ing of the tender body.
3. Tenders should be constructed with as long a wheel
base, and with as low a center of gravity as conditions will
permit. Side bearings outside the truck frames should be
prohibited, and wide spacing of side bearings avoided, on ac-
count of their producing an increase in the value of A. At the
same time too close a spacing of the side bearings should be
avoided because of the decrease in the dampening effect of
the truck springs thereby produced.
4. Truck springs should be of ample capacity to absorb
maximum shocks without completely closing, in order to ex-
tend the effect of the shock over as long a time as possible.
It is usually the instantaneous shock transmitted when the
truck springs are fully ^compressed, which derails the truck.
5. Enginemen should be trained when encountering a danger-
ous place in the track that the best course, is merely to shut
off steam, when there is not time for brakes to take hold. When
they "keep the slack stretched" by working steam over such
places, they make matters very much worse, because the force
acting through the center pin increases the magnitude of un-
balanced forces, and therefore increases the tendency of the
truck to derail.
~*a ""' b
Fig. 1 — Curve A-B Represents the Track with Low Joints at a and b.
Curve C-D Represents Swing of Tender Body.
Fig. 2 — Solid Line Curve Represents Track with Low Joints at a
and &. Dotted Line Represents Swing of Tender Body.
Note That Here Two Curves Are Synchronous.
62
RAILWAY MASTER MECHANIC
February. 1914
6. Mechanical foremen and others should be cautioned
against experimenting with "three point suspension" and sim-
ilar theories. They have all been tried out and have been
found to introduce more difficulties than they eliminate. For
example, when front side bearings are eliminated entirely, the
rear side bearings are called upon to dissipate all oscillations
produced, and the rocking of the tank body becomes worse than
before.
7. Heavy equipment should follow, and not precede, the
strengthening of track and roadbed.
INCREASING SHOP OUTPUT.
By William Hall.
An important question of the day is, how can the ordinary
mechanic be brought to see that cooperation on his part in
increasing the output of the shop will be to his own advantage.
If this article brings out suggestions or criticisms that may be
helpful, I shall feel amply repaid for my trouble in advancing
the following.
It is said that you can't keep a good man down. By that I
mean a man who has ambitions and aspires to improve his con-
dition, and rise step by step until he reaches the highest rung of
the ladder. While this may be true in some cases, it will be
found thar those who have attained that for which they aspired,
have received more or less encouragement from those higher
up, with a prospect of further promotion from time to time, as
opportunity would permit.
Of late years, however, the ordinary mechanic has had a very
poor show, for it has been the policy of most railroads and manu-
facturing concerns to give the preference to the technical
graduate. He is given a special apprenticeship and is given to
understand that as vacancies occur he will have the first chance
for promotion. This has had its effect on the ordinary mechanic
who has learned his business from actual experience and hard
knocks, and in a great many instances this actual experience has
been reinforced by many hours of hard study and self -education
along technical lines.
The promotion of the technical graduate in preference to the
ordinary mechanic has deterred the best of the rank and file
from bringing out ideas that if put into practice would mate-
rially increase the output of the shop. Placing men who know
absolutely nothing whatever of shop work or shop practices in
positions over mechanics is pure and simple favoritism, and does
not make for efficiency. Another reason that the cooperation
of the ordinary mechanic is not obtained is that he can see for
himself that the best efforts of a man are not always appreci-
ated. He sees for himself that the superintendent is not kept
in touch with the men who are working for the best interest of
the company, but depends upon the reports of the man between
himself and the mechanic, who is jealous of his knowledge and
afraid he knows more than his immediate superior. Many a
good man has been downed by his immediate superior because of
selfish motives, or a desire to replace him by some favorite.
This does not apply to the mechanic alone, but to foremen also
and in this statement can be found an answer to the question
propounded by the technical press a short time ago, "Why is it
that so many foremen are changing or looking for position^. 1 ''
Another reason why foremen and the ordinary mechanic are
backward in advancing new ideas is that if his ideas are not
frowned upon lie is robbed of his ideas by his superior. The man
higher up is not advised of the proper source of the idea or sug-
gestion, thus destroying all ambition in a man who is striving
to the front
eral suggestions have been made to remedy the evil, such
as following closely the capabilities of a man, and promoting
the man found with the necessary qualifications, encouraging the
advancement of ideas and rewarding the right man. But who
is to be the watcher of these ambitious kind of men.' Not the
superintendent, but the man holding an inferior rank. There
fore these suggestions fail of equity and not until men are ar
pointed to fill such positions as general foremen and master
mechanics, who are big enough to think, at least, that the man
below him is as good a man, or even a little better, than he is
himself: who a^re willing to treat all employees with fairness,
truthfulness and courtesy, will he gain the utmost respect of the
men, and then, and not until then, will the cooperation of the
employees be obtained in an effort to increase the shop output.
Quite a number of the railroads, as well as some of our
commercial houses are adopting the plan of remunerating their
employees, for ideas that may be advanced by them, regardless
of their position. When this requisite (cooperation) is obtained,
the men will be encouraged to study technical books, magazines,
and mechanical drawing, and men will strive to be leaders in-
stead of followers. Xot that all men can be leaders, for there
must of necessity be followers, but when a man sees that his
efforts are appreciated he will put forth all there is in him.
Another requisite in obtaining the cooperation of the men is
cleanliness in his suroundings. It is very essential to the main-
tenance of efficiency of the men, both in the back shop and the
roundhouse, that these places be kept clean and light. A man 's
efficiency is dependent upon his willingness as well as his abil-
ity, and willingness is influenced by his surroundings. A better
moral tone should be encouraged in the men, and incidentally
should be practiced by some of the superiors.
If the shop output is to be increased, it is of the utmost
importance that the individual mechanic be carefully studied
so that his conditions may be improved and encouraged to make
a greater effort.
The Illinois Central has announced that an order for expense
aggregating $1,000,000 has been made for the construction of
new freight terminals and freight depots at Evansville, Ind.
The Illinois Central is building a complete engine and car
repair terminal at Nonconnah. Tenn., at a cost of $600,000.
George B. Swift & Co., of Chicago, has the contract.
V
"RIGHT V WAY
nEvELANP nMN DEAlErV
February, 1914
RAILWAY MASTER MECHANIC
63
THE FREIGHT CAR QUESTION.*
By D. J. Duvvell, M. M. Pennsylvania Lines West.
The subject of freight ear standardization is one that will be
a very live one before the railroads during the next few years.
For a quarter of a century or more, the Master Car Builders' As-
sociation, the leading master car builders, superintendents and
other railway officials of high order have given the question of
car equipment considerable attention and much credit is due the
untiring efforts of individual members of the association, whose
work has been of untold benefit to the railways of the world and
brought the standard of railway rolling stock to a degree of pro-
ficiency almost undreamed of within the past thirty odd years.
Yet, because of the fact that so many master car builders and
others have had personal views regarding car construction, and
have been using the same old designs for many years, together
with the various car building companies seeking to sell their
product regardless of its not having been built according to
recommended practice, and a desire to use what should have been
considered obsolete patterns, every lot of cars turned out. have
had details of construction greatly at variance with those pre-
viously built, and as a result after all the efforts of the men who
have done so much along the lines of car design, there is scarcely
a road which has in its equipment that which is in accordance
with recommendations of the Master Car Builders' Association,
excepting such details as wheels, oil boxes, axles and brasses and
a few other such details, and only because of the recognized ad-
vantages of the details I have mentioned, have we those few M.
C. B. standards in our cars today.
In October. 1901, the American Railway Jlssociation adopted
the following resolution:
(1) Resolved, That the dimensions of the standard box car
be 36 feet in length, 8 feet 6 inches in width and 8 feet in height,
an inside dimensions. Cross section, 68 square feet; capacity,
2,44s cubic feet. The side door opening to be 6 feet in width.
(2) Resolved, That the standard 36-foot car be considered the
unit for the establishment of minimum carload weights; and that
where necessary in any classification territory to recognize cars
under 36 feet in length it shall be by a reduced minimum of 2%
percent for 35-foot cars and •"> percent for cars 34 feet or under,
inside dimensions.
(3) Resolved, That for cars over 36 feet in length the per-
centage of increase of the minimum weights shall be as follows:
For cars of 37 feet and 38 feet, 10 per cent over the minimum
for the 36-foot car.
For cars of 39 feet and 40 feet, 25 per cent over the minimum
for the 36-foot car.
For cars of 41 feet and 42 feet, 40 per cent over the minimum
for the 36-foot car.
For cars of 43 feet'and 44 feet, 55 per cent over the minimum
for the 36-foot car.
For cars of 45 feet and 46 feet, 65 per cent over "the minimum
for the 36-foot car.
For cars of 47 feet and 48 feet, 70 per cent over the minimum
for the 36-foot ear.
For ears of 49 feet and 50 feet, 80 per cent over the minimum
for the 36-foot car.
For cars over 50 feet, 150 per cent over the minimum for the
36-foot car.
(4) Resolved, That any diminution of revenue incident to the
minimum proposed in the accompanying schedule shall be ad-
justed in the rate.
(5) Resolved, That the minimum carload weights of heavy
articles, such as iron, brick, lumber, minerals, etc., should, as
fast as practicable, be advanced to the stencilled capacity of the
car.
(6) Resolved, That no box cars of larger dimensions than
those prescribed for the Standard Car should be hereafter con-
structed, and/ that all owners and builders of cars be officially
notified of the. adoption of this resolution. Adopted October 23.
1901. J
Extracts from a paper read before the Cincinnati Railway Club.
I am advised that in this connection a copy of a circular has
been issued by the committee on maintenance, American Railway
Association, under date of October 18, 1913, relative to increasing
the inside dimensions of a standard ear to 40 feet, 6 inches in
length; 8 feet, 6 inches in width, and 9 feet in height, with a
maximum outside dimension of 9 feet, 2 inches in width at 13
feet above top of the rail.
The point might be raised that if we adopted standard con-
struction we would stop progression, but I feel that the future
development oT car construction would take care of such new
features without causing confusion.
I know personally, a few years ago, of box cars being built by
a car company in Ohio and sold for the sum of $427, at the same
time the road with which I was connected was building their own
cars at a cost of $850, and yet the ears of each road were handled
in interchange on roads all over the country, with the result that
the cheaper cars were constantly proving defective, and causing
the roads handling them much more to repair than their own
equipment. Let me cite the question of journal brasses as an
illustration; some roads use metal costing nineteen to twenty-one
cents per pound, according to the price of copper, others buy
brasses which cost them fourteen to sixteen cents per pound, and
when a car with the cheaper brass gets on to a road using the
better quality of metal in its brass, it frequently happens the
cheaper brass breaks, journals are cut and the road handling the
cars is obliged to take out the poor brass and substitute the
higher price brass, all of which means not only a loss to the road
handling the car, but delays to traffic. I made an estimate along
this line some few years ago, and found that one of the large
systems was losing approximately $750,000 yearly from this
source alone.
Before proceeding further let us see what constitutes this
revenue freight car equipment. On Classification of Equipment,
Form 7 on file in the office of the General Agent of the Ameri-
can Railway Association, at Chicago, for the month of June,
1913, is the following data, taken from replies of 160 roads
operating 232,408 miles:
Box 1,095,727
Refrigerator 51,974
Stock 81,809
Tank 12,365
Flat 139,866
Dump 35,126
Steel Hopper 205,661
Wood Hopper 128,270
Coke 38,054
Steel Gondola 155,843
Wood Gondola 292,252
Other Revenue - 29,708
Total 2,266,655
Caboose, Work, etc 129,342
Grand Total 2,395,997
On October 1 of this year the actual number of revenue cars
owned by railroads was 2,360,754. You can readily see how the
number grew in the several months from June 1 to October 1.
The figures which I give are for all railroads in the United
States and Canada.
Let us see how these cars are located; how they are running:
Home cars on home roads 1,292,158
Home cars on foreign roads 1,068,596
Foreign cars on home roads 1,137,200
Cars away from home 2,205,796
This is a tremendous number out of the total cars owned.
Home cars in home shops 144,568
x (hi
Foreign cars in home shops 32,546
Total cars in shop 177,114
64
RAILWAY MASTER MECHANIC
February, 1914
For year ending October 1. 1913, there had been, putting it in
this way — ' ' One car, so many days out of service on account of
bad order, ' ' — 53,309,507 car days, or an average number of days,
each car was out of service during the year of 22.53. What does
this mean, a foreign car or a car away from home, making it a
foreign car? It means that the road having that car on their
hands must either make wrong repairs, put on defect card and
send car home, or they must hold it until they receive material
with which to make repairs or they must carry in stock sufficient
material to make repairs, in order to get the car off their hands.
In the meantime that ear is earning nothing and the railroads
are consequently losing the revenue which they might derive from
same.
Let me give you some more figures. I know these figures are
dry, but it is interesting to know them in view of the fact that
so many of the cars owned by each road are away from home,
making them foreign cars.
Dividing the United States and Canada into eleven districts
and taking the number of cars owned by the lines in each dis-
trict, we find that of all the ears the per cent to total cars
owned is:
Min. Max. Avg.
Home cars on home roads 36.37 67.63 54.73
Total cars on lines 89.31 143.35 102.91
Home cars in home shops 2.69 8.01 6.12
Foreign cars in home shops 33 3.02 1.38
Total in shops 4.87 11.03 7.50
By these figures you will note that the average number of cars
owned, that is, home cars at home on their own road was but 54
per cent of the cars owned. Also that the total cars used com-
pared with those owned varied from 89 to 143 per cent, an aver-
age of 102 per cent; in other words, some roads used 43 per cent
more cars than they owned, or 43 cars in addition to every one
hundred which they owned. These figures seem large, but they
have been verified by reports from the American Railway Associa-
tion and I feel they can be depended upon, and it means a great
deal to the railroad companies. Taking the figure I gave you a
few moments ago of 32,546 foreign cars in home shops, at a per
diem charge of 45 cents per day, means $14,645.70 per day for per
diem, or for a 365-day year $5,345,680.00 of per diem charges.
The question may arise, or some one may eay that the five million
dollars thus represented does not get out of the coffers of the
railroads; that it merely passes from one to another and back
again. That is very true, but at the same time the ears have been
out of service and considering one day as a basis which we have
taken and which everyone understands is way below the actual
time that foreign cars are held on their repair tracks, we have
run up a total yearly per diem charge of over five million dollars
and additional days but adds to this figure.
The question is, are the railroads going to recognize the fact
that something will have to be done towards designing and build-
ing standard freight equipment? The Interstate Commerce Com-
mission has given us prints and printed instructions for grab-
irons and safety appliances for our cars and for steps and safety
appliances for locomotives and I feel that it is reasonable to ex-
pect that within the next three or five years that they, if not the
railroads, will issue to us standard drawings and dimensions for
cars, which we will be obliged to follow under direction of the
Interstate Commerce Commission. It is incumbent on the rail-
roads to get busy. I predict that the time is not far distant
when the Interstate Commerce Commission will take such course,
and fliat a limit will be put on the present equipment as to time
in service, according to age and construction and I believe that
after a certain period all cars will be built after drawings and
specifications furnished by the Interstate Commerce Commission.
I feel further that a reasonable time will be set as to the service
to be rendered by the cars then in commission or under construc-
tion on a mileage basis and they will then have to be withdrawn
from service; it may be 15 or 20 years, but I feel that the ques-
tion will arise.
We all recognize the fact that government control of railways
will force us to standard equipment and while many are indeed
skeptical regarding the ultimate outcome, let me call attention
to the fact that a number of the states have already passed bills
governing car construction and as a case in point I cite senate
bill No. 298 passed by the state senate of Ohio, April 28, 1913,
and approved by the Governor on May 5, 1913, which is an act
to regulate the size and construction of all caboose cars used
by any common carrier in this state.
There are many of our leading railway men today who feel
that affairs along this line are swiftly treading towards govern-
ment control. Let me read what some of the leading railway men
have to say on the subject:
Mr. Mellen, ex-president -of the New York, New Haven & Hart-
ford Railroad is quoted by the Boston Post of November 9th in
part as saying:
' ' The railroads will all go under government ownership. It is
coming quickly. Five years ago I felt that I should not live to
see it. But now I think that I shall. Regulation by the govern-
ment during the last ten years has tended to lower the value of
railroad stocks as investments. There is not the big money in
railroads that there used to be. There will not be any opposition
to government ownership when the time arrives, because private
capital will find the field unprofitable as a result of the too strict
regulation."
Ralph Peters, president of the Long Island, who is known and
dearly beloved to many present, is quoted as saying in a letter
discussing federal ownership of railroads: "I have no doubt
that the owners of the roads will gladly welcome government
ownership, since it will relieve them of the financial responsibility
for their properties, the operation of which they practically no
longer control. However. I do not believe that the people of
this country are yet ready to change the form of our govern-
ment, which certainly will be the result if we undertake govern-
ment ownership and operation of railroads, telegraphs and tele-
phones and similar business utilities."
In relation to standardization of freight car equipment, E. P.
Ripley, president of the Santa Fe, in The Monthly Railway Of-
ficial List for September, 1913, says in part:
"I suggest a standard car uniform in all essential details to
be arrived at by agreement, if possible— arbitration if necessary.
If in addition we could establish a freight ear pool, or an equip-
ment company, the stock of which should all be owned by the
railroads, so much the better. There is no sort of doubt that
we shall be forced to something of this kind eventually. Why
not make the attempt to do it voluntarily and properly instead of
being obliged to do it by law with the necessary accompaniment
of federal inspectors and the cumbersome and other impractcable
notions of the particular politicians who happen to be making
laws for us at the time?"
For the purpose of training young men who contemplate enter-
ing railroad service the University of Pittsburgh with* the com-
ing fall term will inaugurate a comprehensive course in railway
meehanieal engineering and administration. In this course such
subjects will be given as materials of railway construction, operat-
ing units, railway design, utilization of locomotives and cars,
maintenance of locomotives and cars, railway shop methods,
fundamentals of railway practice and thesis; the two latter
features under the direction of D. F. Crawford, general superin-
tendent of motive power of the Pennsylvania Lines West. It is
intended that the course will be closely affiliated with the rail-
roads and that the students shall be given an opportunity to study
modern methods of railway operation through the courtesy of the
managements of the railroads in the district. Students shall be
taken on inspection trips, assist in tests and become acquainted
with the various phases of operation.
The Air Brake Association will hold its twenty-first annual con-
vention at the Hotel Pontchartrain, Detroit, Mich., on May 5, 6,
7 and 8, 1914.
February, 1914
RAILWAY MASTER MECHANIC
65
Shop Kinks, Canadian Northern Ry.
The accompanying sketches show a number of shop kinks
in use on the Canadian Xorthern Ey., which have been installed
under the supervision of H. Ashton, chief mechanical inspector.
Figure 1 shows a machine shop crane to serve 90" driving
wheel lathes in roundhouse machine shops. The span is sufficient
to include the narrow gauge track from the engine house proper
and to handle running gear, engine trucks and tender trucks.
Six ton hoists with a five foot stroke are being used for this work.
All nipples to be of extra
heavy pipe
Fig. 2 — General Arrangement of Oil Heater.
Figure 2 is an oil heater designed for small work such as
filling mud ring corners and heating firebox patches. It is
extremely simple and safe, in that all parts are integral in one
piece up to within 8" of the nozzle tip. This precludes the
danger of trouble on account of parts becoming accidentally dis-
connected. The joint between the pipe and casing of boiler is
tightly packed with asbestos.
The wheel tongs, illustrated in figure 3 are in use by a number
of wheel and foundry companies" as well as by the Canadian
Northern.
Figure 4 shows all the information with regard to a paint
sprayer, which has been found to be very efficient. It connects
to the regular shop air line.
A novel design of a combination gauge for checking the
contour of bearing wedges and brasses is shown in figure 5. All
inspectors are furnished with these and they are found to be
very serviceable.
There are a great many different kinds of machines for
repairing and renewing air and steam hose, but after going
over the whole matter carefully and cautiously, the Canadian
Xorthern decided that the arrangement shown in figure 6 is as
good a device as could be set up within the space allotted, and
furthermore, requires very little material which could not be sup-
plied by the railway company. First of all, the rubber hose is
held stationary by the force exerted from the top 3%" x 4"
Filler cap
Fig. 3 — Wheel Tongs.
Discharge
Side
"»•
All par is to be
brass
Section of flozz/e
A- A
Copper C3^JSI
3
Ccnnecfs to Shop air
line °>c*pressure
,Air
r supply
3 fe" 5td brass pipe
Fig. 4 — Car Paint Sprayer.
dear Wheel
Pinion
wheel
5top~
-I'xKTPlate
Cor. Con
I'xS" Bar
Fig. 1 — Machine Shop Crane, Canadian Northern Ry.
66
RAILWAY MASTER MECHANIC
February, 1914
Air supply ^
Cut out Valve
Cylinder 3i"Dia.
V Stroke.
* cock y
Cylinder- ,
4"5trote^
Fig. 6 — General Arrangement and Detail of Hose Mounting Machine.
cylinder, through two wooden clamp blocks connected up to
piston rod through a 14" symmetrical lever. The nipp*les and
couplings are forced on by the same size of cylinders placed
horizontally on top of bench. This gives a very flexible arrange-
ment, for where different lengths of hose are used the necessary
variation may be taken up in the piston rod connections or the
cylinders moved. This is not necessary at the present time on
Fig. 5 — Journal Bearing and Wedge Gauges.
^ tfl
\-vh Brass springs t
\-£~ non7 t Cut. only
13 j" /ong
Double leather Single leather
For Vert. Cylinder For horiz Cyl
Cylinder Phton a. Rod
3- Required CI. I- Required 2- Required
Cylinder Details for Hose Mounting Machine.
the Canadian Northern as the hose all runs 22" long. In this
arrangement a set of blocks is required for each size of hose,
1", 1%" and 1-%", to suit the style being run. The principal
feature of merit in this device lies in the operation developed
by the 8" brake cylinder, which has a travel of 3" maximum,
brought about by reducing the regular spring by 8". In placing
the hose clamps, the first step is to slip them on loosely by hand
and by operating the last, mentioned cylinder, which has connected
to its piston a 19" symmetrical employing a pincer arrangement
at each end, on the clasp brake principle, so arranged that as
the*4tdl travel is approached these grip around the hose clamp,
forcing it tightly in position. The bolt is then inserted and
-ciiired in the usual manner. All is brought about on one ma-
chine, through a single mounting and the hose is not released or
removed until absolutely completed.
METHOD OF LAGGING BOILERS.
By P. E. Cosgrove, Fmn. Boilermaker, E. J. 4' E. By.
The sketch shows an improved way of lagging a boiler on
or around the back end, to enable workmen to renew broken
staybolts with the least possible trouble and at a low cost. We
are using what I call a panel jacket made in sections and filled
with asbestos. These panels can be removed very easily and it
saves making a nasty mess all around the engine. They are
made to suit the space and can be taken off and put back in a
short time, as there is no stripping to be done.
"itudi m Doner
-iifrr-
Studs riveted
Over
iJ
Removable Jacket Panels for Lagging.
We instruct our pipemen, in placing all outside piping around
the boilerhead, to place it at least an inch and a half away
from the jacket. This allows the panels to be slipped out very
easily. We also cover all our flexible staybolts with it. We
have been applying this for over a year and find it a very
profitable proposition, for where we have only two or three bolts
to remove we don't have to strip a whole side. Also, we have
done away with all steps near the cab and have substituted a
small ladder from running board to hand rail, thus eliminating
all leaky studs.
Railroad ditching was illustrated with lantern slides and motion
pictures at the annual banquet of the Minnesota branch of the
American Society of Mechanical Engineers at the Saint Paul
on January 7. Oliver Crosby, president of the American Hoist &
Derrick Co., was the lecturer.
The new station of the New York Central lines at Rochester,
|N, Y., has been opened to the public. The building was more
than three years in construction. The new station yards have
8.2 miles of track and capacity for 225 cars.
February. 1914
RAILWAY MASTER MECHANIC
67
A MODERN CAR REPAIR SHOP.
By C. L. Bundy, General Foreman, D. L. <f W. B. B.,
Kiiiffsland, X. J.
Layout by E. C. Bundy.
I think I may safely say that the art of designing, equipping,
and operating a railroad repair shop has not up to the present
time been reduced to the science of a perfect plant from the
standpoint of economical operation. It would be hard to build
a plant that would be considered by all car men a perfect plant
and, no doubt, such a plant will never be built. However, we
should profit in a measure by plants built in the past and get
as near a modern up-to-date plant as it is possible to do.
Such a plant should be designed keeping in mind that the
different departments should be as convenient to each other as
possible, in order to reduce the cost of handling material to its
minimum.
Wooden ears are fast giving way to steel cars and shops built
in the future should be built for the handling of heavy steel ear
work. The centralization of repairs in one shop can not con
sistenlly be done to advantage with a possible exception of pas-
senger care. Therefore, it seems the best policy to have division
shops able to take care of bad order cars over that division.
Shops should be located at a point where cars are made empty,
if possible, to save switching. Bad order storage tracks should
be provided for each shop and to equal the shop in capacity.
The lay-out of a passenger and freight shop shown on blue
print attached is the work of R. ('. Bundy. of East Orange, X. J.,
now in his third year of high school and who is seventeen years
of age. The lay-out of this plan is of his own design, having
received no assistance from any one.
A shop built after this plan would be able to take care of 1,000
passenger cars shopping them every fifteen months and approxi-
mately 25,000 freight cars. The ideal construction for the build-
ings would be concrete foundations and floor, brick walls with
a concrete roof supported with trusses of structural steel. The
grounds around the shop should be graded to a level of the shop
floor and covered with about two inches of crushed stone.
The shops and yards should be provided with a system of in-
dustrial tracks and turn tables, about 2' 6" gauge, for the con
venience of handling materials.
The tracks should be located at twenty-five feet centers with
the exception of the coach paint shop, where they may be located
at eighteen feet centers.
The passenger and freight shop should be equipped with a
fifteen-ton crane covering four tracks in each shop for the con-
venience of unloading, and handling of heavy materials, and
wreckage. The entire passenger and freight shop should be
equipped with stationary scaffolds for the convenience of the
workmen, same to be ones that are easily adjusted.
A tool room should be installed in the passenger and freight
shop for the care of all air and hand tools. These tool rooms
should be in charge of a competent man who will keep a record
of the tools and see that they are returned by the workmen when
they are through with them.
The floor between the tracks in the paint shop should pitch
to an open concrete sewer in the center of the track. These
sewers to have an outlet to the main sewer at intervals of about
every 50 feet and to be covered over with perforated iron plates
so that they may be removed and sewer flushed out when necessary.
In the dry lumber shed, a moulding rack with sufficient com-
partments should be provided for all standard moulding, which
should be carried in stock for use at all times.
A water tank to be used in emergency in case the fire pump
Should fail, elevated to a height to give sixty pounds' pressure,
should also be provided for.
Sufficient metal lockers should be provided so that the work-
man may have a place for his clothes and lunch pail.
The varnish room should be provided with adjustable sash
racks so that they may be regulated for any width sash that they
should be wasted for. Tn addition to this the varnish room
should be provided with door racks so arranged that the doors
can be stood on their end. The varnish room should be supplied
with sufficient tables covered over with zinc.
In the scrub room, two tanks should be provided for with hot
and cold water and steam. These tanks should be 18 inches
deep, six feet wide, and eight feet long, set about twelve inches
from the floor.
The passenger repair shop should be equipped with the follow-
ing tools: One tire lathe, one axle lathe, one wheel press, one
wheel bore, one drill press, one nut tapper, one bolt threading
machine, one pipe threading machine, one small speed lathe in
tool room. These tools, installed in the coach shop, would save
the handling of wheels and other repair parts over the transfer
table and thereby considerable money.
The passenger freight shop and freight repair yard should be
provided with high speed ball bearing jacks for heavy cars and
ratchet jacks for light jacking.
A telephone with an instrument on every foreman's desk in
every department should be installed with a central switchboard.
A fire alarm system and watchman 's clock system should be
provided and all electric and telephone wires should be laid in
tunnels or subways under the buildings.
In a shop of this size, four fire companies should be organized
and drilled at least once each month so that in case of fire they
are all trained and know just what to do. Each company should
consist of six men.
Fire hydrants should be placed in shop yards about 300 feet
apart. Inside of the buildings there should be fire hose connec-
tions every 200 feet of building in length.
Track *Z
JJJJJJJJJJJJJ jjTJtL, r^,„
JJJJJJJ.J.iJJJJ U^ ■ **»
Electrician du-Jt ii iJloratePlall
Plumbe r Shop I— — rf .
Stack-Q
fo/toj Engine
TS'tlSA KX/*TS<
mi
ZOO' *I2S'
OO'xTS'
Brass Finishg "j2l
Room — - 1 1
Larafory^A] U
Varnish
loon'
ITiLlSO'
Plating
Paint
Stock Urn
lOO'tlOO'
rassenoer repair
Xd'xzto'
ZtOffice +ff*lS'
W'<>r sm>o
mo'iMci'
Scale of Feei
too so o too
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300
—
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!
1
Coal a.
.Coke
. Turn table
Hoqp> \S!orf/roux gjs| Office
^»0iX 40il
''100 Scale 40'r7S'
zs'tioy
Track *IO y
Proposed Shop Layout by R. C. Bundy.
68
RAILWAY MASTER MECHANIC
February, 1914
The power plant should be equipped with 1500-horsepower
. boilers, 150 pounds pressure, built for the fuel most plentiful
in the location where shops are built. Coal for boilers should
be run up an incline and dumped from cars into hoppers or bins
in the boiler room and let down by gravity as it is needed. The
boiler room should also be provided with two feed water pumps,
one feed water heater, water softening system, if necessary, in
case of bad water, and also one ash hoist. The switchboard
should be of the usual design for the control of all lighting and
power feeders and should be elevated about eight feet from the
floor of the power house.
The engine room should be equipped with three alternating
current generators, turbine or engine-driven, one synchronous
motor, two D. C. generators, and one steam exciter, one large
and one small compound air compressor with a capacity of 1200
cubic feet of air per minute, two condenser pumps, one live steam
heater, one exhaust steam heater, one intercooler for each of the
compressors, and two fire pumps with a capacity of 1500 gaDons
per minute, one oil pump and one oil separator.
The wood mill should be equipped with a blower system for
carrying off shavings and should be piped direct to the power
house. The following machinery should be installed :
1 large 4 side planer.
1 small 4 side planer.
1 large cut off saw.
1 small cut off saw.
1 band resaw.
1 large planer and matcher.
1 small planer and matcher.
1 moulding machine.
1 large rip saw.
2 small rip saws.
1 swing saw.
1 sill tenoning machine.
1 large five-spindle boring machine.
i gainer and boring machine.
1 hollow chisel mortising machine.
1 small planer.
1 planer knife grinder.
, 1 circular saw grinder.
1 emery wheel.
1 circular saw setting machine.
1 band saw filer and setting machine.
The following machinery should be installed in the machine
shop:
2 lathes.
3 six-spindle nut tappers.
1 tire lathe.
1 radial drill press.
3 single spindle drill presses.
3 double head bolt cutters, 1%".
1 double head bolt cutter, 2y 2 ".
1 shaper.
1 journal box lathe.
1 twist drill grinder.
1 emery wheel.
1 wheel press.
2 wheel borers.
4 axle lathes.
• 1 small punch.
The following machinery should be installed in the blacksmith
shop :
1 large punch and shears.
2 Bradley hammers.
1 small punch and shears.
1 large bulldozer.
3 small bulldozers (air).
1 steam hammer (1500 lbs.).
1 alligator shears.
1 emery wheel.
3 bolt heading machines.
1 3" forging or upsetting machine.
1 drill press.
20 forges.
1 face plate.
1 crane for large steam hammer.
The following machinery should be installed in the tin and
pipe shop:
1 pipe threading machine, R. & L.
1 test rack.
1 angle cock grinder.
1 air hose fitting up table.
1 steam hose fitting up table.
1 extra heavy squaring machine, 42" long to cut No. 16 iron.
1 42" folding machine.
1 bevel square and circular shears.
1 combined punch and shears.
1 slip roll forming machine.
1 beading machine.
2 hollow mandrel stakes.
The following machinery should be installed in the cabinet
shop:
1 band saw.
1 jointer.
1 planer.
1 two-spindle boring machine.
1 rip saw.
1 cutoff saw.
The following machinery should be installed in the upholstering
shop :
1 cushion beater.
1 brush for seats and backs. ^
3 sewing machines.
Back to hold 2,000 backs and seats.
The following should be installed in the door shop for freighj
yard and shop: •
1 cut off saw.
1 rip saw.
1 swing saw.
1 boring machine (small).
The following should be installed in the coupler and brake
beam shop:
1 shears.
1 furnace.
2 pneumatic riveters.
1 drill press.
3 forges.
1 small crane.
The following should be installed in the buffing room :
3 electric buffing machines.
1 baking oven.
1 silver plating tank.
1 copper plate tank.
1 nickel plating tank.
1 oxidizing tank.
1 acid tank.
3 hot and cold water tanks.
The store house should be equipped with the following:
1 electric elevator.
1 electric crane (stationary).
1 track scale.
1 1500 pound scale.
1 small portable electric crane.
The method of handling the work in the passenger shop would
be as follows: Passenger cars should be taken in shop on track
nine as shown in the illustration, stopping them just opposite
cabinet shop, where they should be stripped of all sash, doors,
seats, and backs and brass trimmings, doors and sash being sent
to scrub room, cushion and backs to upholstering shop and trim-
mings to buffing room. After cars have been stripped they should
then be moved into the car shop when they should be washed
inside and outside. This track should be provided with hot and
February, 1914
RAILWAY MASTER MECHANIC
69
cold water for this purpose and the concrete floor pitched to sewer
in the center of track. After cars have been washed, they may
be pulled out on the table and set in on any track desired where
they should be jacked and the trucks removed and careful inspec-
tion made to trucks and body by foreman or general foreman
and all necessary work decided upon. When such repairs have
been made the cars should be placed on their trucks and moved
to the paint shop for paint and varnish. After the work is com-
pleted they should be trimmed and again moved to track ten
where they should have floors painted the second coat and put
on steam over night. The following day seat cushions can be
placed in them and they may then go into service.
It is understood that while the cars are being repaired and
painted, the sash, seats and trimmings are also being done, so they
will all be ready when the car is trimmed. It must also be under-
stood that all cars coming in the shop are inspected by the general
foreman, who classifies the repairs and sets a date when cars
are supposed to be ready for service. A blackboard should be
provided for each shop, showing the car numbers, date in, and
date out and kind of repairs. The dates showing cars out should
be adjusted as occasion may require as they are bound to vary
to some extent.
In the handling of freight cars it is good practice to have the
switching done during the night in order not to delay the men
and also to avoid accidents. Cars should be inspected during
the day and carded to the tracks where they are wanted and a list
furnished the switchmen, showing cars to be switched out and
cars to be se% in. Care should be exercised to get cars of as near
the same class of repairs on each track in order to avoid delays.
All cars, both heavy and light, to be inspected carefully and all
work marked on a work card and tacked on the side of the car.
The card will show the workman the repairs wanted. Any repair
needed that might be missed by the inspector may be placed on
the card by the foreman in charge. After repairs have been
made, the card should be removed by a competent inspector who
will inspect all work and see that it is properly done and check
off each item. In case any work is not properly done he calls
the workman back who did the work to finish it, after which
the card will be turned in by the inspector to the office.
Shop should be operated on a piece-work basis, figuring on a
schedule allowing the men to make about 25 per cent above the
day rate. This is more satisfactory to the men and also to the
railroad. However, it means constant and never ceasing watchful-
ness on the part of the foremen and inspectors to see that the
work is well done.
The necessary force to operate a plant of the size shown in
the illustration would be one general foreman, one coach foreman,
one truck foreman, one foreman of inside finishing, trimming,
and stripping, one cabinet shop foreman, one upholstering fore-
man, one mill foreman, one pipe fitting foreman, one paint shop
foreman, and assistant, one foreman in varnish room, and four
piece-work inspectors or checkers. All the above for passenger
car work.
In the freight shop the organization should consist of two
foremen and two piece-work checkers in heavy repair shop. In
the light repair yard there should be two foremen and four in-
spectors, one foreman in machine shop and one foreman in black-
smith shop. The necessary clerical force would also have to be
provided for.
The Texas Eailroad Commission has decided not to order any
material reductions in freight rates at this time, owing to the
great losses from flood damages recently suffered by the roads.
Chairman Elliott and other New Haven directors believe they
have formulated plans which will conserve the company's interest
in the Boston & Maine, and at the same time satisfy the Depart-
ment of Justice. This would prevent the sacrifice of the stock
on the market in its present bad condition, which is a matter of
the greatest importance to both roads as the New Haven has an
investment in the Boston & Maine of about $30,000,000.
ELECTRIC LOCOMOTIVE EQUIPMENT DESIGN.
Since the electric locomotive is becoming more and more each
day a profitable revenue producer for electric railways, it is
important that a locomotive be laid out so that its equipment
is easily accessible for inspection and maintenance, thus aiding
in insuring reliable operation and continuity of service.
In the design of a locomotive equipment, four essential points
should be kept in mind, namely —
First — To select such apparatus as will meet the conditions
under which the locomotive is to operate.
Second — To mount the apparatus on the locomotive in such a
way that each part will operate to the best advantage and with
the least chance of trouble.
Third — To arrange the apparatus so as to give easy access to
all parts and especially to those parts which are most likely to
require attention.
Fourth — To mount the apparatus in such a way as not to re-
quire unnecessary expense for equipping and maintaining.
To accomplish the above outlined important factors entering
into the design of a complete locomotive, standard Baldwin- West-
inghouse locomotives have incorporated in them some valuable con-
structional features which are outlined below.
All of the main circuit-control apparatus and the resistors are
mounted in the center of the locomotive and surrounded with suit-
able expanded metal screens as a protection against accidental
contact.
In the right-hand corners of the cab are mounted the master
controller, engineer's brake valve and the sander valves. These
locomotives are designed for double end operation. The general
scheme of arrangement is shown in the illustration.
It will be noted that the reversers or series-parallel switches
are placed next to the floor, the switch groups and line switches
directly over them, and the resistors directly over the switch groups
under the roof.
The grid resistors are mounted in the main cab over the switch
groups, partly on account of simplified wiring and partly because
there is not sufficient room underneath the locomotive between
the trucks to accommodate them when considerable capacity is re-
quired. The resistors are enclosed in a steel cabinet open at the
bottom and provided with hinged doors on each side so as to
provide easy access.
Ventilators are provided in the roof over the resistance cabinet
of such a type as to give free egress to the heated air and to
prevent rain from entering.
The space occupied by the apparatus under the resistance is en-
closed by grounded expanded metal screens which are made up
in sufficiently small sections so that they can readily be removed
for the inspection of the apparatus.
When forced ventilation is required a centrifugal motor-driven
blower is installed in one or both of the hoods with the air com-
pressor. These blowers force air through a conduit built into the
locomotive frame between the center sills from whence it passes
to the main motors through flexible canvas connections.
The traction motors for propelling the locomotive are mounted
in the usual manner, using nose or cross-bar suspension.
The advantages of this centralized arrangement may be briefly
summed up as follows:
First — All the control apparatus is assembled compactly in one
part of the locomotive instead of being scattered in different lo-
cations.
Second — The switch groups are located in such a position that
they are readily accessible from all sides and they are at such a
height that a man can get at them freely without working in a
cramped position, or inside the hood.
Third — The resistors being located above the switch groups
under the roof reduces the length of connections between the two
pieces of apparatus to a minimum and at the same time the heat
rising from the resistors passes directly out through ventilators in
the locomotive roof and a very little of it reaches the switch
groups.
"0
RAILWAY MASTER MECHANIC
Februarv. 1914
RESISTORS
line switch
brake valve
AIR COMPRESSOR
- ;• -LLER. SWiTCHlGROUP. \ REVERTER
DISTRIBUTING VALVf S P SVV,TCH
Fig. 1 — Side Elevation Standard Baldwin- Westinghouse Electric Locomotive.
Fourth — The reversers are mounted in a position where they
■•an be readily gotten at and at the same time they are centrally
located relative to the motors and near enough to them so that
the amount of cable required is reasonable.
Fifth — The airbrake distributing valve is located inside the
cab. where it will be kept sufficiently warm to prevent freezing
and where at the same time it is easily accessible.
Sixth — The location of the compressor and blower motor in the
hood removes the feature of objectionable noise inside the cab,
and at the same time locates them in a position where they can
be easily lifted out by merely taking off the hood without disturb-
ing any other apparatus.
Seventh — The motorman is located in a position where he has
a clear view of the track.
HANDY TOOL WAGON FOR THERMIT WORK.
The illustrations herewith show a particularly useful tool
wagon now in use by one of the railroad shops of the middle
West and which was designed and built especially for the
apparatus used in Thermit welding.
It contains a receptacle to hold the crucible, a tool box for all
the necessary tools used in Thermit welding, space for several
mold boxes for different frame sections, and a box for molding
material divided into two parts. In the top is kept the special
■ ~~ r ' ! —
"* — *~ * ■ ■ tj
^/3oi;
Receptacle for Holding Crucible and Tool Box for Keeping Miscel-
laneous Appliances.
molding material for facing, while in the lower part the mixture
of sand and tire clay used for backing.
It will be noticed from the illustrations that a sand screen is
provided in the lower half of the lid and this is used for screen-
ing the molding material when a mold is being broken up -
as to prepare it for the next weld. During the screening of
sand thi< lid is kept closed.
This wagon keeps all material off the floor and makes it easy
to transport everything from one place to another. It al-o
saves a great deal of time and labor in the preparation of mold-
ing material. In a great many shops it is the custom to mix new
molding material for each weld as there is no convenient way of
saving the old material. It will readily be seen that with a
wagon like this a great deal of such labor is done away with.
This wagon is "27" wide. 37" high to top of tool cupboard and
its length exclusive of the handle is 7 feet.
Thermit Tool Wagon Showing Compartments fo r Holding Molding
Materials.
The plan under consideration calls for a voluntary trust.
approved by the Federal and State governments, to take over
the New Haven "s controlling interest in the Boston Railroad
Holding Co.. owner of a majority of the Boston & Maine stock.
The trust would cover a period of 10 years or more, at the end
of which the stock would be sold and the proceeds distributed pro
rata among the New Haven stockholders. •
February, 1914
RAILWAY MASTER MECHANIC
71
GAUGE FOR SETTING ECCENTRICS.
By Alden B. Lawaon.
All shop men realize the great amount of trouble experienced
in placing accurately the keyway locations in the driving axle for
the eccentrics. Quite frequently it is necessary to use offset keys
to correct inaccuracies, caused in transferring the center line
of crankpin to axle.
To overcome this to a considerable exteut and insure proper
locations, gauges have been adopted, with a view of enabling
the shopman to obtain these locations with the least possible
chance of mistake on his part. The writer will describe these
gauges.
The valve lap and lead are the first necessary elements, and as
this is gradually standardized by experience on various classes,
to suit each class of locomotive, the other work for obtaining
the keyway location is simple. Referring to figure 1 the rules for
obtaining the location are as follows: To obtain eccentric key-
way location in main driving axle when using Stephenson valve
**
V
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gear (dimension "Z" or degree "D" in the diagram) a full
size drawing should be used. Lay down a circle whose diameter
equals the outside diameter of driving axle at eccentric fit per
dimension "A." Lay down another circle representing eccentric
throw from same center, as per dimension "B. "
Draw horizontal center line "Y" — "Y" through center of
axle and vertical center line "X"— "X" also through center
of axle.
Then lay off from the vertical center line "X" — "X," on
horizontal center line "Y"— "Y," the amount of lap plus lead
of valve. This is modified by the rocker, due to the different
lengths of arms. Draw a vertical line to intersect the circle
representing the eccentric throw, indicating point "Y."
Then from the center or intersection of center lines "Y" —
'/ Y" and " X "— " X " draw line " W — ' ' W ' ' through " Y. ' '
the point where the vertical line crosses the circle "B, " and
extend this line so as to intersect the larger circle "A," which
MARKIMfi MUST TK P*_*.i"-«
AMO lk-e&>SUt i»*l.tTTER*>
A.NO FIGURES NOT LUS
THAN >^"
Al_l_ Cl-A.fi*3C.*5 RCm. WMICM fi>A.UGfC "S SUiTABue
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,-eoH. NUMBCR SEE. TABLE.
Si.FOHC 3CRVBING OFF CEWTEH
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&AOQL CARE. SMOwLO BCUKLNTO
8eC TWaT CEHTE* line OF GAUfeC
MATCHED FAiRCV WITH CRANK FIN
CENTER LINE ON AXLE.
:No.2.
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Fig. 1.
Fig. 2.
72
RAILWAY MASTER MECHANIC
February, 1914
February, 1914
RAILWAY MASTER MECHANIC
73
will represent the point on circle " A, " where the center of
keyway should be and give the dimension "Z" and degrees "D, "
which should be used.
The gauge for transferring center of crank to axle on loco-
motive with Stephenson gear, is shown in figure 2.
Before using the gauge, care should be taken to obtain first
the center of crank. In machining up the main crankpin there
should be a proof circle turned on the inner edge, and from this
the shopman may form four center punch marks equally spaced
on this circle, obtaining the accurate center of crank with his
dividers. The turning hole in end of crank should be filled with
N^'DE E.NO C*r MAIN CKANK. PtH.
CCnTER mole
Note-
inside End op mwn crank pin_ suowinq proof"
ORClE MACHlNeD IN, WHEN TURNINQ UP PIN FOR LO-
CATING EXACT CENTER OFPlN W1TM DIVIDERS, FOUR.
CENTER PUNCH MARKS SMOULO BE MADE »N CIRCLE.
A&OUT EQUALLY SPACED. FOR CONVENIENCE. IN
GUIDING THE OlVlDERS.ASSHOWN,
THE TURNINI, CENTER HOLE *N END OP CRANK
SHOULD SE FILLED WITH LEAD OR SOfcAE OTHER
SOPT METAL, SO THAT in SCRiPJiN<5- CENTER WITH
01VIDER.S A LEGIBLE MARkwiulSHOW.
AS THE CENTER LINE Of= CRANK PlN IS THE
NAAiN PO.NT.FROM WHICH ECCENTRIC KEX-WAVS
are: LOCATED, SPECIAL CARE.SHOULO BE
TAKEN 'N LOCATiNftTHiSCENTER.
Fig. 3.
soft metal so as to permit of marking with the point of dividers,
• as shown in figure 3.
After the exact center of the crank is obtained, the gauge
for transcribing this center to the axle is used. The gauge is
adjustable and should be of a size to use on all crank arms. It
will, however, be found advisable to have various lengths of
pointers. The transcribing plate is also adjustable and will suit
all size axles.
After the center is scribed on axle, templet per No. 2 is used,
the center "0" on this templet is placed exactly on center line
on axle and the distance or degrees for keyway center line is
scribed on axle.
Each gauge is marked for the class of locomotives for which
it is suitable, also giving the diagrams of keyway location for
each class used.
It will be found necessary to have at least one gauge for each
diameter of axle, and where there are various classes using the
same diameter axle, it may be necessary to make two or more
gauges. This is necessary where two markings are so close to-
gether as to cause one marking to* interfere with the other.
However, it will be found that the gauge will usually care for
several classes of locomotives.
The gauges are given a standard gauge number, and the print
is tabulated to show gauge number as well as classes for which
suitable.
With this information worked up in the drawing office, and
templets_ made as shown in the illustrations, unnecessary responsi-
bility has been taken from the shopman. Also less work will be
required and better results obtained than if gauges are not used.
An appropriation of $40,000,000 is being sought by the
Russian Ministry of Ways of Communication, St. Petersburg,
for the repair shops of the government railways, which will
make them virtually large locomotive and car works.
The New York Central & Hudson Eiver has let a contract
to F. I. Ley & Co., Springfield, Mass., for the erection of a
new station at White Plains, N. Y.
THE GENERAL FOREMEN'S ASSOCIATION.
Every effort is being made by officers and members of the
General Foremen's Association to make the next convention,
to be held in Chicago July 14, 15, 16 and 17, 1914, the most
successful in point of attendance ever held by this rapidly
growing organization. The superintendent of motive power
and the master mechanic of today is looking to his general and
shop foremen to w r ork out the details of shop and roundhouse
management in order that he may develop his talents along the
lines of operation, which in the past has been handled exclu-
sively by the transportation officials.
The mechanical railway official who does not take advantage
of his position and inquire and keep posted on matters other
than those of a mechanical nature, soon w r atches the procession
pass him. Consequently the general and shop foremen are tak-
ing over many of the shop duties and responsibilities formerly
handled by superintendents of motive power and master
mechanics.
The General Foremen's Association has within its membership
the men who are continually on the firing line of mechanical
progress. The papers read and discussed are worth a great
deal to the railway company who sends able representatives to
the meetings. Every superintendent of motive power and master
mechanic should have in his possesion a copy of the proceed-
ings of the last General Foremen 's Convention, and should ask
to have his name placed on the mailing list of the secretary in
order that he may have mailed to him a copy of the last and
future proceedings of their convention. The secretary, Wm.
Hall, 829 W. Broadway, Winona, Minn., will gladly send a copy
to any official w r ho desires one.
The subjects for the 1914 convention are as follows:
1. Engine-house efficiency.
2. Cylinders, pistons, cross-heads, guides and valves.
3. The practice and methods of maintenance and repairs to
the airbrake and its appurtenances.
4. Autogeneous welding.
Subsidiary papers:
1. The Taylor system.
2. Railroading at a high altitude, by J. W. Scott, locomotive
superintendent, Southern Railway of Peru, La Paz, Bolivia.
MAN FAILURE.
The engine may fail and the track may wear,
There are metal and tools to remake and repair;
The target may break and the switch go wrong,
But a bolt and a blow will help them along ;
When men fail the system is crippled all through —
Man Failure, that's where the doom points at you.
Ties may wear out and tie-bolts may rust,
That is a matter repair gangs adjust;
Pistons may rattle and valves spring a leak,
The doom of the system 's when men have grown weak,
When men fail to answer with thoroughness keen —
Man Failure, that's where you lose the machine!
As the strength of the chain is the strength of each link,
You cannot move earth if the men fail to think;
If the men fail to measure each moment of life
Right up to the keenest demand of the strife;
If men fail to master with soul and with brain —
Man Failure, that's where you throw off the train.
— Baltimore Sun.
The Cincinnati, New Orleans & Texas Pacific is to begin the
erection in Chattanooga, Tenn., in the near future, of a rein-
forced concrete building in which will be located the main paint
and repair shops for the passenger coaches of the company.
The shops will have a capacity of twelve passenger coaches a
month. The building will be erected on the present site.
74
RAILWAY MASTER MECHANIC
February. 1914
WHEEL SLIDING.
By W. L. FBENCE.
While wheel sliding occurs at any season of the year it most
commonly happens during the winter months, and for which there
are several contributory causes in the way of leaks in hose coup-
lings due to stiff hose, sluggish acting triple valves and brake shoes
frozen to the wheels. It takes but a small amount of moisture
applied at the right time and place to freeze. a shoe to a wheel,
whereupon it will slide until it is ruined unless sonic watchful one
detects the trouble and releases it.
A little snow on top of the brake shoe becoming melted by
frictional heat drips down between the shoe and wheel, and
while the train is at rest clamps them fast together. An over-
flow of the tank, either around the tank valves or at the man-hole,
or water running out of open seams in the tank supply spout strik-
ing the wheels of the tender causes them to freeze fast to the
brake shoes, and if no one is looking for this trouble more wheels
are spoiled.
The train pulls hard anyway and the l>oxes freeze up, so .the
engineer expects and does have trouble "starting the train. lie
is not in a position to tell if wheels are sliding.
The conductor, after he delivers orders to the engineer as the
train pulls by him, ean readily see if any wheels are not turning
and he also is able to observe if any brake rigging is down or
drawbars ready to pull out. and bad leaks in the hose couplings
will make themselves heard as well as felt when the slack is
taken out of the train.
If the conductor is not in a position to note these things one
of the brakemen should, for it is easier to do this, and to detect
and remedy troubles than it is to tell why they were not found
until damage was done. Some wheels are slid fiat when coming
into town, but more, many more, are slid flat in getting out of
town than in coming into it.
A hand brake set and overlooked is another cause of slid flat
wheels, and this is one of the cases that is wholly unnecessary.
Gummed up leakage groove*, leaky triple piston packing rings.
brake shoes frozen to the wheels and an overcharged train line
are the prime causes of slid flat wheels.
If a leakage groove is corroded up, that brake may have a leak
that will cause it to creep on harder and harder until wheels slide.
A leaky triple piston packing ring allows but a small margin
for release between the two pressures, and when a release is made
it may not let go at all. On a short train this kind of a brake
can usually be released by raising the train line pressure quickly ;
on a long train it can not be counted on to do this with as much
certainty, but when a high excess pressure is carried it may be
accomplished by the quick release and return to running position,
this quick release acting as a sort of blow to the triples.
If it is discovered by the engineer that a brake is sticking, and
the black hand registers 70 pounds, he should not try to kick it
off, as by so doing the one sticking will be released only tem-
porarily, if at all. -and will immediately reset and cause others
to apply.
If on the level or a descending grade the brakes should be
applied with a good reduction and then released, which will nearly
always cure the trouble. If on a grade where this can not be
done, put the brake valve handle in full release and leave it there
until over the hill, then made a reduction, more if needed, and
pull the train line pressure down to where it belongs and release
brakes.
Overcharging is more liable to occur with a short train of any
length if brake valve handle is left long enough in full release
position.
If the brakes are not handled properly the engineer may get
the train over the hill and go down the other side with the grade
in his favrr, but there will likely be flat wheels when the stop at
tne bottom is made as well as explantory reports to make. Care
an(" watchfulness by everyone in charge can avoid many flat
vhee^.3, and .vheels cost money.
The first cost of new wheels is considerable, and when to this
is added the cost of changing them, no wonder severe complaint
is made by officials when wheels are flattened pretty regularly.
Then there is the danger and expense incident to broken rails,
frogs and railroad crossings. A wreck from one of these causes
might result in damage amounting to thousands of dollars liesides
a possible loss of life.
If the wheels flattened are of cast iron and are flattened to the
extent of 2% inches or' more they must go in the scrap pile and
new ones replace them. This applies to freight service. One-half
that amount of flat surface on a wheel renders it useless in pas-
senger service. If the wheels are steel tired and the tires are not
thin they may be turned down and returned to service, but even
then it costs money and the life of the tire is shortened that much.
Wheels of cast iron with only a small flat spot on them may be
turned, but the burned iron around the flat spot soon shatters and
shells out, and such wheels have to be removed eventually.
In the winter it is a good plan for the men on the engine to
watch, their tank wheels after making a stop and see that all are
turning, and more especially so after taking a tank of water or
running through heavy snow with brakes applied.
The brakes should lie released when a full stop has been made
and the angle cock at the rear of the tender should not be closed
by the brakeman until the engineer has had rime to release the
lirakes after stopping, and he should not forget to do it. The
brakes will re-apply in a short time from train line leaking, but
the equalization will be at a lower pressure and will therefore
l»e the easier to release when engine is ayain attached to the train.
The best way to release the brakes after engine has been separated
from the train is to shoot the excess pressure back into the train,
come to running position and let the train line pressure raise to
50 pounds, go to la]) and get full excess, then go to full re'ease
and back to running position. This ought to release any or all
brakes on the train. When the gauge shows (in pounds on train
line with brake valve handle in running position the train may
be started without danger of pulling out a drawbar at that high
equalization.
With the brake valve handle in full release position the head
end of a long train may have 60 pounds pressure, and the black
hand register it. while the pressure at the rear end of the train
may be much lower and thus afford an excellent chance for draw
bar trouble.
The second release should be quick and heavy to give good
results ; that is why a full head of excess pressure should be pumped
up before it is made, and any brakes on the head end inclined to
reset after the first release will be kicked off for good.
The danger of sliding wheels on account of slippery rails is
nearly always in the winter, but this can be overcome by the
judicious use of sand. If they should slide on a slippery rail,
it is not so injurious in the same period of time as it would be
on a dry rail, but should they start sliding before sand was
applied to the rail they would be flattened very quickly.
Small flat spots on drivers or tank wheels should be ground out
with the brake itself and the judicious use of a little sand. If
the sand supply has run out', or the wind is high and sand can
can not be put on the rail, one must start to brake farther back,
using a slight reduction. This will consume more time in making a
stop but it will prove more satisfactory in the end.
All engineers guard against the muddy highway crossing and
the mucky rail after a drizzling rain in the summer, and it is
equally necessary to guard against the frosty rail of an early
morning hour in the fall or the wet one of a soft winter day.
It must be admitted that light train line reductions are not a
good thing when it comes to releasing the brakes properly. Make
a reduction of from 10 to 15 pounds so that all brakes will apply
full on, then when a release is made all brakes will let go.
The only excuse for light reductions is a bad rail and no sand.
as they cause stuck brakes, stalled trains and extra work and
trouble for all concerned. Bringing the train pipe pressure well
below the auxiliary reservoir pressure will insure the setting of
each brake that will apply at all, outside of emergency.
With a light, slow reduction the escape of air through the leak-
February, 1914
RAILWAY MASTER MECHANIC
/D
age groove may prevent the brake setting, particularly it' it is
a little slow of action, while one already stuck may apply harrier
Putting the brake valve handle in release position when the
Main line pressure is at the maximum will charge it above the
feed valve adjustment, and as the pressure leaks off the brakes
will creep on; another kick off will really lie a kick on, and result
in slid wheels.
If there is a leaky triple j iston packing ring it charges the
auxiliary without releasing the brake. A brake without any leak-
age of auxiliary reservoir, or a cylinder with a moderate or short
piston travel is harder to release than one with a longer travel,
as it sets harder and equalizes higher.
Another feature of the heavy initial reduction is that it com-
pels each brake to do its portion of the work, so far as possible
with unequal travel and does not place the burden of the stop on
a few good brakes.
Poor driver and tender brakes tend to cause wheels to slide by
overloading other brakes in the train. The slower the speed the
more the tendency to slide the wheels, another reason why the
heavy reduction should come at the commencement of the stop and
the lighter one to complete it.
Several light reductions with one application brings the heavy
braking power on the wheels at slow speed, when the reverse should
be the case.
Ordinarily no rougher stop will be made with the heavy initial
reduction than with the lighter ones.
If engine has no independent brake valve one must be gov-
erned by the train being handled and other conditions of the stop.
In passenger service with the old standard brake equipments
Che two-application stop is much the better. Some roads make
a difference between a long and short passenger train, those having
under In cars, two applications, while with those of 10 or more
cars, but with the independent brake, two will lie preferable.
With the new passenger equipment it is all changed, as instead
of a graduated on stop it is a graduated off stop. In other
words, a graduated release to regulate the speed of the train and
bring it to a stop at the desired place. This reduces the cylinder
pressure when the speed is low and lessens the danger of flat
wheels.! — Locomotive Fin nun and Engirwmen's Magazine.
A USEFUL DOCUMENT.
The orders of Mr. J. W. Brooks, a once celebrated American
railroad manager of Michigan were, it is said, almost beyond
deciphering. On a certain occasion, when a second line had been
laid on one of the branch roads, it was reported at headquarters
that the barn of an old farmer stood partly upon land which the
company had bought, and dangerously near to passing trains.
Mr. Brooks, just getting ready for a trip down the Mississippi,
wrote to the farmer that he must move his barn from the com-
pany's land at once. If lie delayed he would be liable to a
suit for damages. The old farmer duly received the letter, and
was able to make out the manager's signature, but not another
word could he decipher. He took it to the village postmaster,
who equally unable to translate the hieroglyphics, was unwilling
to acknowledge it. ' ' Didu 't you sell a strip of land to the rail-
road.'" he asked. "Yes." "Well, I guess this is a free pass
over the road." And for over a year the farmer used the man-
ager's letter as a pass, not one of the conductors being able to
dispute his translation of the instrument. — From Tidbits of
American Humor.
It is rumored that the Chicago. Milwaukee & St. Paul is con-
sidering the proposition of consolidating its shops now located
at Savanna, 111., and Ottumwa, la., and putting the shops at
one place. It is rumored that they will be located at East
Moline, 111.
The Dayton, Lebanon & -Cincinnati expects to spend in the
neighborhood of $60,000 in improving terminal facilities in Day-
ton, O. A new passenger and freight depot is anticipated.
The Duluth & Iron Range has ordered 365 tons of structual
steel from the American Bridge Company.
"SAFETY FIRST" ON GRAND TRUNK.
The safety committee, which is the executive body in charge
of the "Safety First" movement on the Grand Trunk, held its
first meeting at the general offices. Montreal, on January li'.
The following members were present:
H. G. Kelley. vice-president, chairman.
U. E. Gillen, general superintendent. Chicago.
H. E. Whittenberger, general superintendent, Toronto.
< '. G. Bowker, general superintendent, Montreal.
W. D. Robb, superintendent of motive power, Montreal.
H. R. Safford, chief engineer, Montreal.
T. W. Blaiklock. engineer, maintenance of way.
T. W. R. McRae, claims agent, Montreal.
George Bradshaw, safety engineer, secretary.
This was the first meeting of the committee since the organi-
zation of the safety movement. The report read by the secre-
tary disclosed the fact that twenty-four division, shop and ter-
minal safety committees have been organized on the system with
a membership of about 600. During the month of December the
members of these committees actually corrected 500 unsafe phys-
ical conditions which might perhaps have caused injury, and
cautioned employees against unsafe methods and practices in
about 480 cases. The general safety committee passed upon a
number of important recommendations submitted by the local
committees.
The report of the secretary showed the interesting fact that
since the inauguration of the safety movement on the Grand
Trunk on August 15, 1913, injuries to employees have been re-
duce'! to the extent of 11.")',. and that, during the same period
fatal injuries to employees on duty have been decreased 50',.
as compared with same period of 1012. Traffic was heavier in
the latter period than in the former.
The officers and employees of the Grand Trunk are taking a
keen personal interest in correcting unsafe conditions and prac-
tices and to this interest is due the favorable record above cited,
which is one of the most remarkable that has ever been achieved
by the safety movement on any railway, and especially so in
view of the short time in which the movement has been in force.
PENNSYLVANIA LUNCH CAR.
The Pennsylvania Railroad has just completed a new solid steel
lunch counter car. and it has been placed in service between New
York and Philadelphia, on trains which also carry ordinary dining
cars. While the novelty of the counter car may for a few days
prevent a fair comparison in the patronage of the two kinds of
cars, it is planned to continue the experiment for a sufficient
period to determine just what is more popular with the traveling
public The object in building the counter ear was to see if it
would permit of serving meals to passengers quicker, and thus
serve satisfactorily more patrons, than is possible in a dining car.
The new car is eighty feet long, and the exterior appearance is
the same as that of a Pennsylvania all-steel passenger coach. The
interior is radically different from the ordinary dining car. In-
stead of tables there is one long mahogany counter extending
over half the length of the car; facing this counter on one side
are revolving mahogany chairs, secured to the floor. The counter
is long enough for 21 people to be seated at one time. Back of
the counter against the wall there are twenty cupboards for sup-
plies, in addition to receptacles for crushed ice, drinking water,
ice cream, milk and cream. Shelves for linen and silver occupy
the space under the counter. Sunk in the counter at the end away
from the kitchen is a cigar humidor. At one end of the car there
is a wash basin for the use of passengers.
The pantry and kitchen are at one end of the counter. The
pantry contains dish racks, cupboard, a sink and a locker. Food
will be passed from the kitchen into the pantry through openings
which can be closed by sliding doors. As these openings are just
above the serving table in the pantry, there is no necessity for
waiters to go into the kitchen. The kitchen itself is about eleven
76
RAILWAY MASTER MECHANIC
February, 1914
feet long; it contains a range, broilers, steam table, ice box,
coffee urn, soup receptacle and meat •warmer.
The interior of the car is finished in a mahogany color, the
same as the dining ears. It will be electrically lighted, and ven-
tilation will be aided by an exhaust fan and three large electric
fans.
The present plan is to put the car in service on a train leaving
Philadelphia for New York at 12 o'clock noon, as this train is
usually heavily loaded, and a large number of the passengers as
a rule eat their lunch on the train. The second trip of the car
will be on the train leaving New York the same afternoon at
six o 'clock.
MAKING CAR MEN EFFICIENT BY VOCATIONAL
INSTRUCTION.
By Louis Brentnall.
The large increase in number of car men now in railroad
service over the limited number that was employed several
years ago, as well as the urgent demands which are made upon
the master mechanic that car work be handled efficiently,
requires that car men attain the highest degree of proficiency,
in order to perform their work well and economically.
It therefore goes without saying that vocational instruction
is beneficial to both the company and the workmen. That it
will increase the ability and capacity of the men in performing
their daily duties, is beyond question. Of course, the instruc-
tion should be well planned and given systematically.
As all master mechanics or master car builders know, the
men they employ differ from one another in many respects.
Not all of them have the same way of working. One workman
may be dexterous, doing his work with a knack that is unex-
plainable. He himself may not know just how he accomplishes
certain 'results, further than that he uses a peculiar twist of
the wrist. Another workman may be skilful, performing his
work understandingly, and consequently he is usually called
upon for special jobs, or his advice sought when some particu-
lar information is needed regarding the handling of repair
work. Yet it is sometimes the case that both of these men
lack greatly for the want of instruction regarding features
which they do not understand, and therefore vocational instruc-
tion is needed. There are workmen who use their heads only
as nightcaps and their hands as tools, performing their duties
as though half asleep, but where these fellows are shown how
to use their heads along with their hands they may become as
proficient as other workmen. Primarily, a workman may be
somewhat dexterous, possess some skill, and endeavor to do
his best, but in order to make him expert in his work he
requires instructions from an expert workman or instructor.
The oldtime plan of driving men, or finding fault with their
operations when not up to standard, was a disappointment to
most workmen, who, after trying to do their best, such as it
was, were censured for doing it, on account of some little flaw
being discovered in their handiwork after they had finished a
job. The modern way is to give a man credit for what he
knows or does and at the same time inciease his efficiency by
instruction.
A main, or large repair shop, is the best place to instruct
car men in approved ways of working. The actual work
should be set out before the workmen and the men put to work
on the operations necessary to do the work. As the work pro-
ceeds, the instructor gives the men special pointers regarding
the details, answers any questions that may be asked, and tells
the men why the work is best handled in the way he teaches.
Old employes who have been efficient in the car shop in their
younger days, but who are not as active now as they once
were, make good instructors, and in this way they perform a
service for the company while earning wages in a capacity
for which they are well fitted. Such instructors may be sta-
tioned at different large repair points, where their services will
accomplish much good for the company.
It is well known, too, that even an expert workman or
instructor may not know everything, and therefore he should
supplement his experience with knowledge pertinent to the
different repair work regarding which he instructs his fellow
men. Preferred ways of working may therefore be suggested
to him by the master mechanic and car shop foremen. Years
ago, a foreman was supposed to be everywhere all the time,
with the result that oftentimes he was nowhere to be found,
when lo! he would finally be spied creeping out from under
some car where he had been showing a workman how to con-
nect up airbrake pipes and valves — the workman having gotten
the rigging apart in making repairs and not knowing how to
get it back again so as to work properly.
The day is passing when the master mechanic can beckon
to idle workmen from the office door, and consequently the men
he does employ in the car shop he should make as proficient as
possible by vocational instruction.
Heretofore, railroads have given little attention to taking a
raw recruit and making a car man out of him. He was usually
put on as a helper and probably remained a nonentity for the
want of instruction. Of course, a few of the best helpers
finally pulled themselves out of the mire, while others remained
carrying out car material, wheeling bolts, lifting timbers, and
working as general roustabouts. However, some of these men
have good material in them and it simply remains for the
master mechanic to give them a little instruction in work a
step higher than what they are now doing.
A promotional system, promoting helpers to some line of car
work, and dexterous workmen a step higher than their former
work, is most urgently needed in many repair shops. "Where
such a system is in vogue the men feel they have something
to work for, over and above the daily grind, and it helps to
keep men who might otherwise become tired of their jobs by
reason of seeing no chance to better themselves. Vocational
instruction accomplishes this end.
Every town is filled with boys of working age, many of
whom would make good car repairers, especially in cases where
they expect to follow a trade rather than to learn a profession
requiring an extensive education. During the summer, school
boys or boys who have finished school, are glad to get some-
thing to do, and here the master mechanic has an opportunity
to break in raw recruits who are used to learning and have
sufficient comprehension to catch onto performing car worK
very readily under competent instruction. Even boys who
work only during the summer and return to school in the fall,
may be started in under some plan which enables them to com-
plete their apprenticeship by working semi-annually.
The apprenticeship system in most shops requires bolstering,
if indeed the railroads have any such system in the car shop.
The taking on of apprentices is desirable on account of the
scarcity of regular workmen. Every little while the news-
papers herald, "Car Repairers Wanted," which shows that
they are at least in demand in one place, and likewise the ad-
vertiser usually finds that workmen of this class are also scarce.
Vocational instruction among apprentices and car men will
help to overcome this condition.
In putting young men at work along side of their elders a
strict system of discipline is necessary. Boys will play. They
may be saucy or troublesome to old employes if not cautioned
to pay attention to their work and act like men. Old workmen
oftentimes feel that the younger men are being educated for
the purpose of displacing them, but inasmuch as old employes
are too serviceable to be dispensed with, the long-stayers
should be given to understand that there is no thought of fill-
ing their places while they continue rendering the good services
the company charishes.
"With so much car work to do and so much of it being done,
car instruction is necessary today, while in the past when
traffic moved slowly and there was no general market for but-
ter, eggs, potatoes, and almost everything that is eatable, car
repairing was in its infancy. You have probably noticed that
February, 1914
RAILWAY MASTER MECHANIC
77
in buying a product grown at home the price is about as high
as though you were buying products grown a thousand miles
away. That is because a general market prevails on many
products, so that the price is usually about so high regardless
of where the product is grown. All lines of manufacturing
have doubled in the past few years, and with all these com-
modities on the rails an immense amount of shipping is done,
requiring thousands of cars and a heavy repair expense which
must necessarily be handled as efficiently as possible on account
of low per diem rates and freight rates which are lower than
in former years. A freight train may go in the ditch and
consume the profits of a thousand shipments, with consequent
heavy damage claims, and the only good feature about it is
the work car men are given in putting the wrecked equipment
in running order. Such repairs in connection with the multi-
tude of regular running repairs require an army of efficient
car repairers, and in order to do the work economically and
under the best methods, vocational instruction should be given
an inning in the car shop. It is a safeguard toward keeping
cars in firstclass running condition.
Almost any master mechanic can increase the efficiency of
his car men by arranging to have them specially instructed in
their daily work. The system adopted may not at first be ex-
tensive and may be improved upon from time to time, until
finally it is sufficiently perfected to be worthy of the attention
of higher officials, when an appropriation may be requested upon
presentation of results which have already been accomplished
and a complete outline of the training system which is recom-
mended.
Meanwhile, car shop facilities should be improved upon, for
good tools and machinery in the car shop come first in ex-
pediting the work of car repairs.
UPSETTING LOCOMOTIVE DRAWBARS.
By J. A. Jesson, L. & N. R. R., Corbin, Ky.
The illustration shows a device used in our blacksmith shop
for upsetting locomotive drawbars, which is quite an improve-
ment over handling them by hand, an operation requiring five
men. With this device but two men are required, one to steady
the bar, and one to operate the threeway cock. The bar is
first raised from the floor to an upright position and the chain
adjusted for the upsetting operation. The threeway cock re-
ceives air from the air supply through a one-quarter-inch choke
• to the brake cylinder and air is discharged from the cylinder
through a standard one-inch cock hole, which allows the piston
to return rapidly. The bar, in the meantime having been sus-
pended some four feet, drops upon an upsetting block. The
lever strikes against the buffer post before the piston has com-
pleted its return stroke. The iron parts of the post are made
of % x 4-inch strap iron clamped over each side of post. The
lever is made of two pieces of % x 4-inch bar iron, 10 feet
long, and is reinforced at the cylinder end with a piece of
:; i x 4-inch iron, 6 feet long. The arrangement may easily be
understood by reference to the illustration.
SAFETY IN PENNSYLVANIA SHOPS.
In September, 1910, the Pennsylvania Railroad employed the
experts of one of the large accident liability insurance com-
panies to make a thorough inspection of each shop plant. Irm
consequence, it was deemed advisable to make the work of safety
inspection a permanent feature and organize a safety movement
to cover road and yard as well as shop conditions over the entire
system. Safety committees were appointed in January, 1911, for
each Superintendent's division, and for each shop for repairing
engines and cars. These committees have made 17,333 formal
recommendations, 13,861 having been complied with at a cost of
$413,525.23. During the six months ended June 30, 1913, 3,209
safety recommendations were made, 2,390 being complied with at
a cost of $75,361.97.
In addition to the divisional safety committees, a mechanical
engineer was engaged for the specific purpose of making inspec-
tions at the various shops. During the year ended June 30, 1913,
•fifty-eight general inspections and fifteen special inspections were
made. Usually the first inspection results in attention being
called to all hazards and the following inspections are made to
see that the recommendations for the installation of safety devices
are complied with.
In order to make inspection even more effective, an additional
inspector has been appointed to supervise road and yard con-
ditions; both inspectors devote their entire time to safety work.
On May 1, 1913, as a means of educating employes, a pam-
phlet entitled ' ' Safety Hints and Suggestions for the Prevention
of Personal Injury Accidents ' ' was issued. The instructions con-
tained in this book are based on the combined recommendations-
of the safety committees, being supplemented by suggestions from
the best experts in the country on mechanical and civil engineering
and train operation. This pamphlet is practically a text-book on
safety. As a guide to safety committees, it has proven most use-
ful; over 120,000 copies have been distributed.
One of the results of all this detailed attention to safety is
that $99,753 has been spent for safety guards — mainly in shops.
Practically all machines and dangerous conditions are now
guarded. But the real result is that serious accidents to shop-
employes have been reduced from 5.4 per 1,000 employes in 1911
to 3.2 in 1912. In 35 out of 46 shops, where more than 500'
men are employed, the number of serious accidents per one thou-
sand men has been reduced from 5 to 70 per cent. One of the
results of the original attention to the subject, and the keeping
of detailed statistics, is that when one shop does not show a
satisfactory improvement, special inquiry is made with a view
always to improving conditions.
Upsetting Locomotive Draw- Bars.
STATISTICS OF FREIGHT TRAFFIC, by Julius H. Parma-
lee, Ph.D., statistician, Bureau of Railway Economics; pub-
lished by LaSalle Extension University, Chicago.
One who reads this treatise may garner much valuable infor-
mation concerning railway mileage, equipment and capitaliza-
tion, as well as revenues, expenses and traffic. The treatise
is one of a series of publications forming the basis of the
LaSalle Extension University course of instruction by corre-
spondence in Interstate Commerce and Railway Traffic. While
statistics form, as a rule, dry reading, it cannot be said of this
78
RAILWAY MASTER MECHANIC
February, 1914
work that it is dry. There is much of a story in the way it
describes the development of railway operation.
THE INDUSTRIAL TRAFFIC DEPARTMENT, by W. X.
Agne w, traffic manager, International Steam Pump Company;
published by LaSalle Extension University, Chicago.
The duties of the Traffic Manager, as outlined by the author,
are as follows: Quoting rates, routing of consignments, super-
vision of all shipping and receiving, taking complete responsi-
bility for incoming and outgoing goods, and supervision of all
work in connection with his office. The author explains how
these duties may best be carried out. Some of the topics dis-
cussed in the work are Files and Furniture, Publications, Rec-
ords, Tariffs, Hates, Classification; Routing, Claims, Tracers.
Accounting and Demurrage. Adecpiate test questions are pro-
vided. This treatise is interesting and practical and fills a
long-felt want.
FREIGHT RATES: OFFICIAL CLASSIFICATION TERRI-
TORY AND EASTERX CANADA, by C. C. -McCain, chairman,
Trunk Line Ass 'n, and W. A. Shelton, A.M., former instructor,
LaSalle Extension University; with appendix of test questions.
295 pp.; published by LaSalle Extension University, Chicago.
Many people have an idea that freight rates in the United
States are made entirely without a definite system. The
authors have demonstrated in this treatise that not only is
the rate structure in the eastern part of the United States
definite, but also that it approaches very closely a scientific-
basis. This is a work that will prove helpful to those who wish
a clear and straightforward exposition of the subject of rates
in this territory. It is published by the LaSalle Extension
University in conjunction with its course in Interstate Com-
merce and Railway Traffic.
BASES FOR FREIGHT CHARGES, by C. L. Lingo, traffic
manager, Inland Steel Company; published by LaSalle Exten-
sion University, Chicago.
The value of a traffic man's services to a concern is meas-
ured not only by his technical knowledge and understanding of
railway tariffs, but also by his comprehensive application of
such rules and practice to the business in which he is engaged.
He must know how to put these rules into effect legally, and
how to make use of all the means that are available or can be
devised for the betterment and development of traffic. It is
this knowledge that must be garnered by him who would be
successful in this field of transportation and when he can take
advantage of Mr. Lingo 'a experience he is fortunate. Among
the topics discussed are Freight Tariffs, Rates, Weights and
Special Charges.
POCKET COMPANION FOR ENGINEERS, ARCHITECTS
AND BUILDERS, by Carnegie Steel Co., 16th edition; leather,
5x8 inches, 400 pages, illustrated; published by Carnegie Steel
Co., Pittsburgh, Pa.; price, $1.00.
An entirely new handbook, re-written from beginning to end,
to take the place of the old Carnegie handbook so widely used
by structural engineers. In its present form this book repre-
sents fully the present status and most approved methods in
the art of steel construction. All shapes rolled are not illustrated
on account of the greatly diversified line of products, therefore
only such sections are illustrated as are suitable for bridge build-
ing, car and ship construction, and the tables given are limited to
these constructions. The old rolling mill specifications have been
replaced by those of the American Society for Testing Materials
and those of the American Bridge Co. for workmanship. The new
light weight beam sectious are included, also new tables for plate
girders, columns and struts; new data on floor construction;
new treatment of stresses in beams, flexure formula} and grill-
age foundations. Data and tables for reinforced concrete
design have also been included and tlie data on roofs has been
extended. In fact, the engineering data in the book has been
practically doubled. The increase in size of the book' is in
the opinion of the reviewer an improvement allowing of better
arrangement of tallies. The makeup of the book is excellent and
in all parts shows careful editing and selection of subject matter
such as is necessary in creating -i work- of this sort.
AMERICAN RAILWAY MASTER MECHANICS ASSOCIA-
TION. Proceedings of the forty-sixth annual convention. Cloth,
6%"x9", 856 pages with inserts, illustrated. Published by the
secretary, J. W. Taylor, Karpen Building, Chicago.
This volume contains the entire proceedings of the convention
held at Atlantic City, N. J., on June 11, 12 and 13, 1912, a full
report of which was given in the July, 1913, issue of the Railway
Master Mechanic. One of the valuable papers incorporated in the
volume is the report of tests of a class E6s passenger locomotive
made at the Altoona testing plant of the Pennsylvania. This
covers 191 pages and is very complete.
MASTER CAR BUILDERS ASSOCIATION. Proceedings of
the forty-seventh annual convention. Cloth, 6V2"x9", 1,141 pages
with inserts, illustrate) 1. Published by the secretary, J. W.
Taylor, Karpen Building, Chicago.
This year the proceedings of this association appear in two
volumes, the first containing the minutes of the meetings held at
Atlantic City, N. J., on June 16, 17 and 18, 1913, and the second
containing the rules of interchange, results of letter ballots and
the standards of the association. A detailed account of the 1913
convention was given in the July, 1913, issue of the Railway
Master Mechanic,
AIR BRAKE ASSOCIATION. Proceedings of the twentieth
annual convention. Leather, 6"x8%", 334 pages, illustrated.
Published by the secretary, F. M. Nellis, 53 State street, Boston,
Mass.
The convention, the proceedings of which are reported in this
volume, was held at St. Louis, Mo., May 6, 7, 8 and 9, 1914.
Among the papers presented are ' ' Starting, Running and Stop-
ping Long Freight Trains," "Will the Triple Valve Operate as
Intended ? That depends, " " Air Hose Failures, " " Steam Heat
Traps and Their Relation to Wheel Sliding," "Undesired Quick
Action — Prevention and Remedy. ' ' The book is well arranged
and carefully edited. A valuable reference feature is an index
containing the contents of all convention proceedings since the
association was organized.
RAILROAD MASTER BLACKSMITHS ASSOCIATION. Pro-
ceedings of the twenty-first annual convention. Cloth, 6"x8V£>".
252 pages, illustrated. Published by the secretary, A. L. Wood-
worth, Lima, O.
The annual meeting of this association for 1913 was held at
Richmond, Va., on August 19, 20, 21 and 22. Among the subjects
discussed were "Flue Welding," "Superheater Flues," "Cast
Steel in the Blacksmith Shop, " " Electric Welding, " " Tools and
Formers," "Manufacturing Truck Transoms," "Spring Making
and Repairing, " Oxy-acetylene Welding," "Properties of Iron."
The above subjects indicate that the association chooses topics
pertaining directly to the interest of the members and does not
wander into other fields as is sometimes the case. The association
now has a total membership of 277. Its proceedings indicate
careful work on the part of the secretary.
POCKET DIARY AND YEAR BOOK. Cloth, 6"x4", 443
pages, illustrated. Published by Emmott & Co., Ltd., 65 King
street, Manchester, England. Price 25 cents.
This book is prepared yearly by the publishers of the ' ' Mechan-
ical World." It contains sections on steam turbines, machine
tools, grinding, etc., together with many tables and other data
of interest to mechanical men. At the rear is a diary or memo-
randum pages for 1914.
ELECTRICAL POCKET BOOK. Cloth, 6"x4", 311 pages,
illustrated. Pubhshed by Emmott & Co., Ltd., 65 King St.,
Manchester, England. Price 25 cents.
Among the subjects covered in. the book are: Telephones, lift-
ing magnets, dry batteries, conductors and cables, accumulators,
electric lighting, electric lamps, etc., together with considerable
other data. A diary for the year is also included.
Februarv. 1914
RAILWAY MASTER MECHANIC
79
W. H. Davies succeeds E. J. Mayer as road foreman of the
Chicago <.)■ Alton, with office at Bloomington, 111.
C. D. Ash moke has been appointed assistant master mechanic
of the Chicago a North Western, with office at South Pekin, 111.
Mr. Ashmore commenced railway work in November, 1889, as an
engine crew caller for the Chicago & Xorth Western at Boone,
la. In 1890 he became a machinist apprentice and continued
in this work until 189S, when 'he left and worked as a machinist
anil freight brakeman on various roads throughout the west. In
C. D. Ashmore.
1902 he returned to the Chicago & North Western and worked as
a machinist and foreman at Council Bluffs, la., until 1908. From
1908 to 1909 he was roundhouse foreman on the Ashland division
at Antigo, Wis., and from 1909 to 1910 was division foreman at
Fond du Lac, Wis. In 1910 he returned to Antigo as division
foreman and in 1911 was appointed general foreman at Clinton,
la., holding this position until promoted as above mentioned.
George Shimming succeeds J. F. Cosgrove as shop foreman of
the Chicago $ Xorth Western at Madison, Wis.
H. B. Forsberg succeeds William Hill as shop foreman of the
Chicago 4' Xorth Western at Superior, Neb.
W. S. Whitford, shop foreman of the Chicago 4' North Western,
has been transferred from Fond du Lac, Wis., to Milwaukee,
Wis., succeeding W. W. Hoffman.
T. J. Stocks, shop foreman of the Chicago 4' North Western,
has been transferred from Janesville, Wis., to Fond du Lac, Wis.,
succeeding W. S. Whitford.
W. Wabe succeeds T. J. Stocks as shop foreman of the Chicago
4' Xorth Western- at Janesville, Wis.
E. B. Hall has been appointed assistant to the general super-
intendent of motive power of the Chicago $ Xorth Western with
office at Chicago, 111. Mr. Hall was formerly master mechanic at
Chicago.
George C. Bingham has been appointed general foreman of
the Chicago 4' North Western at Huron, S. D. He succeeds
F. W. Anderson.
J. G. Dole has been appointed master mechanic of the Chicago,
Burlington 4' Quincy with office at Alliance, Neb., vice T. J.
Eaycroft, resigned. Mr. Dole entered the service of the Burling-
ton at McCook in October, 1897, as machinist apprentice, and has
held various positions on the lines West until May 15, 1912, when
he was made general foreman at Lincoln. This position he held
until his recent appointment. Mr. Dole's promotion comes as a
recognition of his past services as a railroad man.
Charles Bay succeeds E. S. Barstow as car foreman of the
Chicago, Milwaukee 4' St. Paul (Puget Sound Lines) with office
at Tacoma, Wash.
A. J. Klumb succeeds C. Lundburg as assistant master mechanic
of the Chicago, Milwauket <\- St. Paul, with office at Milwaukee,
Wis.
W. Snell has been appointed general foreman, car department
of the Chicago, Milwauket 4 St. Paul at Minneapolis. He suc-
ceeds to the duties of W. A. Parker, resigned.
B. S. Mbnnie has been appointed engineer, shop improvements,
of the Chicago, Bock Island $ Pacific, succeeding W. J. Eddy,
promoted. His headquarters are at Chicago.
F. W. Wilson has been appointed supervisor of locomotive
operation of the Cedar Bapids, Minnesota and Dakota divisions
of the Chicago. Bock Island cj- Pacific, with headquarters at Cedar
Bapids, la.
S. T. Patterson, supervisor of locomotive operation of the
Chicago terminal and Illinois divisions of the Chicago, Bock
Island 4' Pacific, has had his jurisdiction extended over the
East Iowa. His office, as before, is at Chicago.
John Benzies, supervisor of locomotive operation of the Mis-
souri and Des Moines Valley divisions of the Chicago, Bock
Island 4' Pacific, has had his jurisdiction extended over the West
Iowa division. His headquarters remain at Trenton, Mo., as
before.
C. H. Bost has been promoted to general storekeeper of the
Chicago, Bock Island $ Pacific, succeeding Daniel Kavanaugh,
with office at Silvis, 111.
W. W. Griswolb succeeds C. H. Bost as stationer of the Chicago,
Bock Island 4' Pacific. His office is at Chicago, 111.
J. J. Carey succeeds C. A. Gill as master mechanic of the Cin-
cinnati. Hamilton 4' Dayton, with office at Ivorydale, O.
D. J. MULLEN has been promoted to assistant superintendent
of motive power of the Cleveland, Cincinnati, Chicago 4' St. Louis,
with office at Indianapolis, Ind. Mr. Mullen was formerly master
mechanic at Mattoon, 111.
J. J. Kakibo succeeds D. J. Mullen as master mechanic of the
Cleveland, Cincinnati, Chicago §• St. Louis, with office at Mattoon,
111.
J. M. Davis, master mechanic of the Colorado 4~ Southern, has
been transferred from Trinidad, Colo., to Denver, Colo.
A. Eoesch succeeds J. M. Davis as master mechanic of the
Colorado 4' Southern at Trinidad, Colo. Mr. Boesch was formerly
traveling engineer at Denver, Colo.
C. J. Shaughnessy succeeds A. Boesch as traveling engineer
of the Colorado 4" Southern at Denver, Colo.
A. Hume succeeds C. J. Shaughnessy as traveling engineer of
the Colorado 4' Southern at Trinidad, Colo.
P. J. Flynn has been appointed general foreman of the Dela-
ware. Lackawanna 4' Western at Syracuse, N. Y., succeeding B. F.
Boosa.
C. A. Henkel succeeds G. I. Murphy as traveling engineer of
the Denver 4" Sio Grande. His office is at Grand Junction, Colo.
W. E. Elmore has been appointed general foreman of the
Denver 4' Rio Grande, with office at Salt Lake City, Utah.
B. Ferris has been appointed acting general foreman of the
Detroit, Toledo 4' Iron ton at Delray, Mich., succeeding O. S.
Throop.
George Gilmore has been appointed general foreman of the
Detroit, Toledo 4' Ironton at Debray, Mich.
J. J. Dowling has been appointed superintendent of safety of
the Great Northern, with office at St. Paul, Minn.
M. J. Flanagan, master mechanic of the Great Northern, has
been transferred from Minot, N. D., to Everett, Wash.
John Delaney succeeds M. J. Flanagan as master mechanic
of the Great Northern at Minot, N. D.
J. Q. Myers succeeds S. J. Taylor as locomotive foreman of the
Great Northern at Grand Forks, N. D.
H. H. Gerbach succeeds C. J. Grant as ear foreman of the
Great Northt m at Great Falls. Mont.
80
RAILWAY MASTER MECHANIC
February, 1914
W. A. Hall has been appointed master mechanic of the Inter-
national 4" Great Northern at Mart, Texas. He succeeds T. H.
Williams.
Frank H. Adams has been appointed in charge of the me-
chanical department of the western district of the valuation
board of the Interstate Commerce Commission. His headquarters
are at Kansas City, Mo. Mr. Adams on February 1, 1914, re-
signed as engineer, shop extension, for the Santa Fe System, with
headquarters at Topeka, Kan., to accept this position. He will
have direct charge of the federal valuation of motive power, rolling
stock and shop machinery and tools in the western district, which
comprises the states of North and South Dakota, Nebraska, Kansas.
Oklahoma, Texas, Colorado and Missouri. Mr. Adams was edu-
cated in the high school and at the University of Minnesota. His
railway experience began in September, 1887, on the St. P. & D.
R. E. at St. Paul, Minn., where he served a special apprenticeship
until February 12, 1891, when he entered the service of the Gulf
lines of the Santa Fe system at Galveston, Texas, as chief drafts-
man in the office of the superintendent of machinery. He con-
tinued in this position with various other duties until November
1, 1901, when he was promoted to the position at Topeka, from
which he has just resigned.
O. E. Stemp succeeds F. McCutcheon as traveling engineer of
the Kansas City Southern with headquarters at Shreveport, La.
T. Nicholson succeeds M. F. McCarra as master mechanic of
the Louisiana Railway 4" Navigation Co., with office at Shreveport.
La.
"William Apted succeeds W. E. Walsh as road foreman of
engines of the Michigan Central at Detroit, Mich.
J. O. Clendenen has been appointed road foreman of engines
of the Norfolk 4~ Western with office at Portsmouth, O. He suc-
ceeds H. S. Walker.
B. L. Black has been promoted to general foreman of the
Norfolk 4" Western at Columbus, 0.
T. L. Brown has been promoted to general foreman of the
Norfolk 4" Western at Kenova, W. Va.
N. W. Norsworthey has been promoted to general foreman of
the Norfolk #■ Western at Crewe. Va.
D. C. Clough succeeds G. H. Hopkins as master mechanic of
the Oregon Electric, with office at Portland, Ore.
F. E. Wolfe succeeds William Belyea as road foreman of the
Pere Marquette at Grand Eapids. Midi.
William Belyea has been appointed general foreman of the
Pere Marquette with office at Benton Harbor, Mich.
Chas. McDermott succeeds F. J. Hill as chief electrician of the
Pere Marquette. His office is at Grand Eapids, Mich.
C. M. Huffman succeeds J. M. Gailey as master mechanic of the
San Pedro, Los Angeles 4" Salt Lake, with office at Milford,
Utah.
C. T. Tillman has been appointed purchasing agent of the
South Georgia, with office at Quitman, Ga.
D. Hickey has been appointed master mechanic of the Soutlu rn
Pacific at Sparks, New
H. L. Moore succeeds A. E. Hale as road foreman of engines
of the Southern Pacific at Tucson, Ariz.
W. E. Stoermer succeeds C. H. Holdredge as road foreman of
engines of the Southern Pacific at Los Angeles, Cal.
C. H. Holdredge, road foreman of engines of the Southern
Pacific, has been transferred to Tucson, Ariz.
A. C. Adams has resigned as superintendent of motive power
of the Spokane, Portland 4' Seattle.
John Dickson has been appointed general master mechanic of
the Spokane, Portland 4' Seattle in charge of the mechanical
department and the office of superintendent of motive power has
been discontinued. His headquarters are at Portland, Ore.
F. S. Anthony has resigned as mechanical superintendent of
the Texas 4' Pacific.
A. P. Prendergast succeeds F. S. Anthony as superintendent
of machinery of the Texas 4~ Pacific, with office at Marshall,
Texas.
G. P. Young, general foreman of the Toledo 4~ Ohio Central,
has been transferred from Columbus, O., to Bucyrus, O.
E. Dennis succeeds G. P. Young as general foreman of the
Toledo 4' Ohio Central at Columbus, O.
C. G. Hartman has been appointed master mechanic of the
Wisconsin $■ Michigan, with office at Peshtigo, Wis. He succeeds
C. H. Stroud, resigned.
OBITUARY.
Ellsworth Merriss died at his home at Pleasant Mills, Ind.,
on November 11, 1913. Mr. Merriss was joint car inspector at
Lexington, Ky., until last March, when he resigned and retired
to his farm. Death was sudden and due to a stroke of apoplexy.
He was fifty-one years of age.
F. B. Boutet, assistant joint car inspector at Cincinnati, died
November 15, 1913, at the age of forty-two. His railway ser-
vice covered a period of twenty-one years, commencing when he
became a car inspector in 1893. For the past six years he has
acted as assistant joint car inspector of all railroads entering
Cincinnati. He was a member of the Chief Interchange Car
Inspectors' and Car Foremen's Association, and of the Masonic-
fraternity. He was a nephew (not a brother, as stated in the
January issue) of Henry Boutet, chief interchange inspector at
Cincinnati, and his passing away was deeply regretted by his large
circle of friends.
mor)g^ e Iftfe^ufaciurens
PLANER INSTALLATION, BURNSIDE SHOPS, I. C. R. R.
The Illinois Central has just finished the installation of a large
planer at its Burnside shops at Chicago which will greatly expedite
the handling of side frames and other large work at that point.
The new planer is 84"x84"x34', has a reversible motor drive and
was built by the Cincinnati Planer Co. of Cincinnati, O. It is
located in the central bay of the machine shop and the illustration
shows the machine ready to do its first work on two side frames,
which it will be noted are placed side by side on the table. The
old machine used for this work could take but one side frame
at a time and did not have the quick return and other advantages
of the new machine.
Unlike the old-fashioned method of hand movement for the
heads, this machine has rapid power traverse to all heads in any
direction. The movements are independent of each other, and
can be operated whether the table is in motion or not.
The motor seen on top of the housings is used for driving the
rapid power traverse and feed to the four heads, for elevating and
lowering the crossrail and for operating the pump which lubricates
the ways.
The motor pinion engages into a large gear on the horizontal
rapid traverse shaft, from which the pinion that drives the feed
clutch receives its power. Near the center of this horizontal shaft
is a gear meshing into a pinion on the gear case of the elevating
device, through which power is transmitted for raising and lower-
ing the crossrail. A lever from this gear case passes to the left
side of the machine, which controls the raising and lowering
clutches in the gear case.
The power feed to the tool heads receives its power from the
driving clutch, which has a bell crank and link motion to the bevel
gear on the large horizontal shaft. This bevel gear meshes into a
gear on the vertical shaft, thence through a set of spur gears to
the trigger gears on the end of the rail and side heads.
February, 1914
RAILWAY MASTER MECHANIC
81
The driving clutch is tripped from a rod which receives its
motion from the tumbler and dogs on the side of the table and bed.
The amount of feed is varied by the graduated slot heads, which
indicate the exact amount of feed at all times.
The rapid power traverse receives its power from a second
vertical shaft on the side of the housing, very much similar to the
feed arrangement. Small handles on the end of rail and side
heads operate the rapid power traverse and feed. Turning these
handles to the left engages the rapid traverse and to the right the
regular feed, and in no case can both be engaged at the same time.
The handle at the lower end of rail is used for reversing the
direction of the rapid traverse. All this is contained in the gear
case at the end of the rail, and at no time is it necessary for the
operator to step from his regular position for any of these changes.
Eesting on the erossrail at the right is a block containing two
push buttons by means of which the operator may get movements
of a quarter of an inch if necessary. The gears are thoroughly
guTtrded against accidents to the operator.
All heads are taper-gibbed throughout, the clapper boxes are
clamped by a heavy clamp and three screws instead of the usual
two bolts through a cored slot.
The housings are of box form, tongued and doweled to the
side of bed and further fastened at the top by an arch of box
form closed on all sides and open only at the ends where it
fastens against the housings. The cross rail is deep and is clamped
to the housings with inside and outside clamps.
The table is of box form heavily ribbed throughout. The ways
of the bed and table are oiled by forced lubrication from a pump
at the back of the housing.
The bed is of the four-wall type and is bored to receive the
driving shaft boxes, which are large in diameter and provided with
special oiling arrangements with large chambers for oil. The
driving gears are of steel and the pinions and table racks are of
steel forgings.
The machine is driven by a 65 H. P. General Electric motor,
the connections for which are very clearly shown in one of the
illustrations.
from the main cross-rail of 12 inches. They are also adjustable
on the main rail up io a minimum center distance of 18 inches.
Both of these adjustments are controlled by individual hand-
wheels shown on the front of each slide.
The heads carrying the spindles are complete in themselves
as each is arranged with a clutch for stopping and starting. Also
each is fitted with geared power feed with adjustable stop for
automatically knocking off same at any desired point. Two
changes of power feed are provided on each head, either one of
which is instantly available by simply shifting a lever con-
veniently located. In addition to power feed each spindle is
furnished with hand feed through work gearing.
The rail of The machine is very heavy and of box form. The
base is of continuous box section and the table is arranged with
T slots and fitted with removable mud-ring chucks. The table
has an in and out motion of 36 inches controlled by a lever at
either end of the machine.
The motor is of Westinghouse make, 20 horsepower and with
speed adjustment of from 375 to 1500 r. p. m. It is geared direct
to the drive shaft by a large spur gear and a rawhide pinion,
both of which are guarded.
The weight of the machine is 23,000 pounds.
MOTOR-DRIVEN MUD-RING AND FLUE-SHEET DRILL.
The accompanying illustration shows a Foote-Burt 4-spindle
drill installed in the Juniata shops of the Pennsylvania R. R.
where it is used for drilling the rivet holes around fire box mud
rings and the flue holes in boiler flue sheets.
The heads of this machine have an adjustment in and out
Housings, Motor and Electrical Connections of New Planer at Burn-
side Shops.
Large Planer Recently Installed at the Burnside Shops of the Illinois Central.
$2
RAILWAY MASTER MECHANIC
February.
1914
"Marvel" High Speed Hack Saw.
HIGH SPEED HACK SAW.
The "Marvel" high speed hack saw shown in the illustra-
tion is constructed more on the lines of a machine tool than
the ordinary saiv. The manufacturers have combined first
class construction with extremely high speed and a number of
valuable improvements. It is stated that in repeated tests, with
extreme pressure on the saw blade, 6-inch round cold rolled
steel could be cut in the remarkably fast time of Id minutes.
5-inch in S minutes and smaller sizes in proportionately fast
time. The vise is quick acting and will swivel to either right
or left. An interesting feature is the fastener at both ends
of the blade, so arranged that the blade can be tilted to either
right or left at either end. Another very valuable feature is the
adjustment of the cutting feed by means of which any desired
pressure on the blade can be obtained to suit any material
from thin metal down to heavy solids. This is done by simply
turning the graduated hand wheel shown on side near top of
machine to proper point. Provision is also made for using up
any unused portion of the blade by turning hand wheel shown
at end of connecting rod which shifts the saw frame forward
or back as desired. The saw lifts free of the work on the return
stroke and a good feature in this connection is the quick return
on the idle or back stroke. The horizontal position always
maintained by the saw blade is a most desirable feature, espe-
cially when desired to saw only part way through material. The
machine can be set to stop at any desired depth in the cut.
Adjustments, take-ups and oiling devices are provided through-
_^^ aJH ^& •
■SET J3 fT jgL
r h
n ^
n' — *- n ^*_j |^
•
View of Burnside Planer While Assembled at the Plant of the Maker.
out. It is manufactured by Armstrong-Blum Mfg. Co., 339 N.
Francisco Ave., Chicago, 111.
ADJUSTABLE SPACING COLLAR.
The illustrations show something new in the form of an
adjustable spacing collar. It is designed primarily for use
in milling machine manufacturing operations where two or more
milling cutters on the same arbor must he spaced exact distances
"Wear-Ever" Spacing Collar.
apart. As those familiar with straddle or gang milling machine
operations know, it is sometimes necessary to grind the sides of
the teeth of the milling cutters. This, of course, changes the
distance between the faces of the milling cutters and in order to
maintain sizes on the piece being manufactured, compensation
must be made in some way for the amount ground off the
cutter. This is sometimes accomplished by carrying in stock an
assorted lot of solid spacing collars of varying lengths, and if
the exact size cannot be found provision must be made by
grinding off a solid collar, that is too long, or shimming up one
that is too short, during which time the milling machine is
standing idle.
ADJUSTABLE COLLAR
Individual Drive Multi-Spindle Drill.
Showing Collar in Position
February, 1914
RAILWAY MASTER MECHANIC
83
The ''Wear-Ever" collar is so designed that thicknesses may
be varied a total of .024 of au inch. This is divided into twelve
spaces of .002 each. The adjustment of the collar is quickly
made and utter each adjustment it is absolutely the same as a
solid collar. With the threaded collar sometimes used there are
inaccuracies due to the wear of the threads. Scully, Jones &
Co., Railway Exchange Building, Chicago, are putting this collar
on the market.
EALCO PLUG AND RECEPTACLE.
Since designing and placing on the market the first Ralco plug
and receptacle, the Central Electric Co. of Chicago has seen the
demand for this heavy duty plug increase step by step. Today
there is a demand for the Ralco plug, and this demand may be
partially attributed to the constant lowering in cost of current by
Ralco Plug.
municipalities ami operating companies. This low cost of current
makes economical the use of many electrical devices, whereas
before the high cost of current practically prohibited their use.
The illustration shows a 30-ampere Ralco plug and receptacle.
The Ralco line of heavy duty plugs and receptacles are being
used today in shops for portable grinders, riveters, boring tools,
forges and lathes. The rigidness of these receptacles and plugs
means safety and low maintenance cost.
WINE SOCKET WASHER FOR GRAB IRONS. .
The drawing herewith shows a washer which has been devel-
oped for use in applying safety appliances to box cars. In apply-
ing ladders or grab irons to cars, it is necessary that there be a
block or. cripple between the siding and lining in order to allow
the bolt to be drawn up tight and make the ladder or grab iron
Wine Socket Washer for Grab Irons.
secure. In the majority of cases where ladders or grab irons
are applied to existing cars, it is necessary to remove either the
siding or the lining, apply a cripple block, and then apply new
siding or lining in place of that removed.
In order to facilitate and cheapen the application of these
appliances the Wine socket washer, which is very easily applied
and makes the grab iron or ladder much more firm and secure
than by the use of a cripple block, has been designed.
By making the washer about % inch short, and as there is
only % inch thickness of wood to shrink and wear, the device
when properly applied shouTd remain firm and tight indefinitely.
This washer can be designed in such a manner that the bolt
may be removed and replaced from the outside of the car.
The economy and practicability of the device will be readily
recognized by practical car men, and the Wine Railway Appli-
ance Co., Toledo, Ohio, the manufacturer, has filled orders of
a number of the leading railways of the United States and
Canada, for over 100,000 of these washers within the past
vear.
GALVANIZED STEEL WIRE HOSE BANDS.
A wire hose band designed to take the place of the hose clamps
now in general use is being offered by .1. S. McChesney & Co.,
1:59 N. Clark street, Chicago. A decided advantage in the con-
struction of this band is that it has no protruding joint to catch
as the hose is dragged about. One length of band will cover all
sizes and plies of hose from 1-inch to 2-inch, while the larger sizes
will cover a corresponding range in hose dimensions. Stocks can
be replenished quickly by small shipments via parcels post, doing
away with the necessity of carrying a greatly assorted stock of
sizes which may never be called for as is the case with hose
(damps. They are less expensive, stronger and more quickly and
easily applied than any hose clamp. They can be applied without
disturbing the hose connection if conditions make this desirable,
which makes them ideal for emergency repair work.
The bands are electrically welded and made in six sizes for
hose ranging from % to 4-inch, and are applied with a tool pro-
vided with means of adjusting itself so that one •band may be
used on two or more sizes of hose.
NON-STRAIN EYE PROTECTORS.
Statistics show that over sixty per cent of the total personal
injury cases among industrial workers are injuries to eyes, caused
for the most part by flying particles and heat glare. Yet it is
only within a comparatively recent period that this very important
Non-Strain Eye Goggles.
subject of eye injury has been given the attention it deserves.
One of the best known types of protectors which has gained
popularity among railroad employers is the No. 284 special
engineers ' and firemen 's goggle as illustrated herewith. This
goggle was designed and patented some ten years ago by the
Ophthalmuscope Company of Toledo, O., and embodies many
original features which have made it indispensable, not alone
84
RAILWAY MASTER MECHANIC
February, 1914
to engineers and firemen of railroads, but to the man in the shop
as well. *
The frame is of aluminum, making it very light and stroug,
and is so constructed that the lenses can be changed immediately
to any color or thickness of glass desired. If the work requires
something different from glass, mica, celluloid or similar lenses can
be substituted. These lenses can be changed in less than a minute
of time by merely unscrewing the large aluminum outside ring
which holds the lens in place, the operation requiring no tools
of any kind nor the use of small screws which would be easily
misplaced and lost. This construction admits of perfect ventila-
tion and is thoroughly dust-proof, the ventilation holes being
back of the lens on an augle. thus preventing the dust from
driving in. The lenses are 2 ;1 S inches in diameter, are perfectly
round, and can be replaced at an expense of only 12e per pair.
The manufacturers of non-strain goggles have protected them-
selves against infringement by adopting the trade mark "Xon-
Strain, ' " which appears on all goggles made by them, and which
is a guarantee against inferior design and quality.
furnaces are listed and illustrated. This firm makes plant in-
spections, devises methods and means of working, prepares plans
and furnishes complete furnace equipment for shops.
» * *
WANTED: To represent manufacturers in the East. Have
had ten years experience selling Mechanical and Maintenance
of Way and Engineering Departments of Railroads and Con-
tractors. References. Write R. E. H., care The Railway List
Co.. 431 So. Dearborn St.. Chicago.
iLLiterature
W. L. Brubaker & Bro.. Millersburg. Pa., have recently issued
catalogue Xo. 3 which illustrates and describes the full line of
taps, dies, reamers and screw plates manufactured by this firm.
They have been in business since 1SS0 and in the thirty-three
years since have developed a large railroad business by confining
their products to the above mentioned line and by guaranteeing
accuracy, uniformity and long life. The catalogue contains com-
plete information with regard to their products, together with
prices. m . ,
The Xational Tube Co., Pittsburgh, Pa., has issued a neat
"Safety First'' calendar for 1914. The illustration is in colors
and over the caption ' ' Taking no chances, ' * shows a party of
automobilists taking the proper precautions at a grade crossing.
Each month bears a separate motto on safety.
* * *
The December issue of "Staybolts, " issued by the Flannery
Bolt Co., Pittsburgh. Pa., contains an article on the breakage
of staybolts due to burnt ends.
* * »
The Chicago portable mine hoist is described in a booklet
recently issued by the Chicago Pneumatic Tool Co. of Chicago.
* * *
"Gears and rolling mill pinions" is the subject of Bulletin K
of the Mesta Machine Co., Pittsburgh, Pa. These gears are all
machine molded. » » »
' ' How much excess fuel does your boiler require " ' is the
question asked by the Federal Graphite Mills. Cleveland, O., in
a recent booklet. It sets forth why Federal graphite is a prac-
tical and economical scale remedy.
* • . *
"Story of the Imperial" is the title of a 9x12 booklet just
issued by the In ger soil-Rand Company, 11 Broadway, Xew York
City. Novel and exceedingly attractive in design, it features.
in brief and simplified form, the superior points of design and
construction maintained in the Imperial line of air compressors.
Page for page it carries the reader through the various stages
of construction, giving a very concise and elaborate idea as to
just how the machines are built.
* » *
The W. S. Rockwell Company, Xew York, has published a
catalogue on Rockwell furnace service. A large variety of
Bulletin 600 B, descriptive of Hyatt roller bearings, has been
issued by the Hyatt Roller Bearing Company, Chicago, 111. The
distinctive feature of these bearings is the roller, which is made
from a strip of steel wound into a helix of uniform diameter and
gives greater flexibiMty to the rollers. This in turn secures a
uniform distribution of the load.
* * *
The Cincinnati Milling Machine Company, Cincinnati, O., has
published a new circular on duplex, plain and face semi-automatic
millers. They are called semi-automatic millers because they are
so constructed that by means of trip dogs the machines can be
set so as to make them entirely automatic, the work of the oper-
ator being confined to chucking the pieces. The design provides
for an intermittent feeding arrangement, whereby the machine
h.*<= quick traverse to bring the work to cutter, then drops down
^o the selected feed rate across the piece, then quick traverse
again to the next piece, and so on, jumping the gap between
any number of pieces that may be strung along on the table,
and after the last piece has been traversed, the machine may
either stop or trip so as to automatically reverse, and quick
traverse to the starting point. These machines are especially
adapted for milling such work as is manufactured in large
quantities.
* * *
The Xational Malleable Castings Company has issued a booklet
giving the advantages of steel castings produced in electric fur-
naces, together with illustrations of same.
» * *
The Xational Tube Co. of Pittsburgh has issued a booklet on
the subject of "Xational" reamed and drifted pipe containing a
complete description of this product together with a short intro-
duction explaining the process of well drilling and information
relative to the various accessories necessary for the drilling and
pumping of wells.
• * * *
The Xational Machinery Co., Tiffin, O., has pubbshed ' ' Forging
Machine Talk Xo. 1, ' ' which is the first of a series of leaflets on
this subject. This first leaflet sets forth what the forging shop
demands today.
* * *
Watson-Stillman Co. of Xew York has just issued catalogue
Xo. 89, its title being ' ' Heating, Chilling and Die Presses. ' ' It
contains 56 pages and shows a complete line of presses. The
construction of these three types is similar and often but a few
alterations are needed to change a press from one class to an-
other.
ON THE JOB.
••Where's the president of this railroad?" asked the man who
called at the general offices.
•"He's down in Washington, attendin' th' session o' some kind
uv an investigatin ' committee," replied the office boy.
• ' Where is the general manager I ' '
• • He 's appearin ' before th ' Interstate Commerce Commission. ' '
' ' Well, where 's the general superintendent I ' '
' ' He 's at th ' meetin ' of th ' legislature, fightin ' some bum
new law."
• • Where is the head of the legal department f ' '
' ' He 's in court tryin ' a suit. ' '
"Then where is the general passenger agent?"
"He's explainin' t' th' commercial travelers why we can't
reduce th' fare."
' " Where is the general freight agent ? ' '
"He's gone out in th' country t' attend a meetin' o' th'
grange an ' tell th ' farmers why we ain 't got no freight cars. ' '
"Who's running the blame railroad, anyway?"
"Th' newspapers and th' legislatures." — Pittsburgh Press.
February, 1914
RAILWAY MASTER MECHANIC
85
>SelliB# >Side
.__
The Chicago Car Heating Company has recently opened a
branch office and factory at 61 Dalhousie street. Montreal Canada,
to take care of its rapidly increasing business in the Dominion.
A. 1). Bruce, formerly purchasing agent of the company at Chicago,
is in charge. Mr. Bruce is a native of Guelph, Ontario, but has
been connected with the Chicago Car Heating Company in Chicago
for the past five years. Karl A. Heine has joined the sales de-
partment of this firm, with offices in Grand Central Terminal
building, New York City.
Edwin Emerson Nolan, head of the materials disposition de-
partment of the Westinghouse Electric & Manufacturing Com-
pany, East Pittsburgh, Pa., died at his home in Wilkinsburg, Pa.,
on Tuesday, January 13.
Peter M. Kling has been appointed assistant to the president
of the Laconia Car Company, with headquarters at Laconia, N. H.
At the annual meeting of the Association of Manufacturers
op Chilled Car Wheels, recently held in Xew York, the follow-
ing offiesgfcs were chosen: President. T. A. Griffin, Griffin Car
Wheel Company, Chicago; vice-presidents, E. F. Carry, vice-presi-
dent and- general manager, American Car & Foundry Company,
A. E. Schafer.
Chicago; J. A. Kilpatriek, president, Albany Car Wheel Com-
pany, Albany, N. Y.; secretary and treasurer, George W. Lyndon,
Chicago.
A. E. Schafer, who has been general sales manager of the
Sherwin-Williams Company, has accepted a position with the Flint
Varnish Works, Flint, Mich. He will assist President W. W.
Mountain in the management, and will have full charge of the
railroad department. Mr. Schafer was with the Sherwin-Williams
Company for 28 years, the last 6 years as general sales manager.
S. F. Bowser & Co. of Fort Wayne, Ind., are building an ad-
dition to the boiler shop which will almost double its capacity.
The offices of Charles E. Long, Jr., & Co., and the headquar-
ters of Harry Vissering & Co., Inc., at Chicago, have been re-
moved from the Great Xorthern building to the sixteenth floor of
the Lytton building.
The Des Moines Bridge & Iron Company, of Pittsburgh, Pa.,
and Des Moines, Iowa, have opened a contracting office at 50
Church street, New York.
The general Chicago offices of the Erie have been moved from
the Bailway Exchange to the Transportation Building, Dearborn
and Harrison streets.
Frank D. Waller, formerly secretary of the Flower Waste &
Packing Company, Xew York, has become the owner of that
company.
The Metal Car Seal Company of Chicago has changed its
name to the Edgar Steel Seal and Manufacturing Company.
The United States Light & Heating Co. has changed the
location of its Xew York City branch sales office from 30 Church
street to 210 West 50th street, bringing the Xew York service
station and sales office into the same building. The general offices
of the company remain at 30 Church street.
William Thornton Henry, sales manager of the Xew York Air
Brake Co., died recently.
The Railway Business Association will have the following
officers for the coming year: President, Geo. A. Post, Xew York;
treasurer, Chas. A. Moore, Xew York; assistant treasurer, M. S.
Clayton, Xew York; vice-president's, A. M. Kittridge, Dayton, O.;
W. E. Clow, Chicago; G. W. Simmonds, St. Louis; S. P. Bush,
Columbus, O. ; Alba B. Johnson, Philadelphia; H. G. Prout, Pitts-
burgh ; W. G. Pearce, Xew York.
GRAHAM Gedge, formerly chief clerk and accountant of the
Wichita Terminal Association, Wichita, Kan., has been appointed
assistant sales manager of the Edgar Steel Seal & Manufacturing
Co., Chicago.
Charles H. Schlacks has been elected president of the Hale &
Kilburn Co.
The Central Bailway Supply Co., of Chicago, has moved to
176 Xorth Market street.
Jebome-Edwakds Metallic Packing Co. has placed its railway
sales in the hands of the Equipment Improvement Co., 30 Church
street, Xew York.
Arrangements have been made by T. H. Garland, inventor of
the Garland ventilators, with the Ross-Wortham Co., 1818 McCor-
niick building, Chicago, to handle his car ventilators and other
devices invented by him. He will be identified with this firm in
the improvement of ventilators and other specialties for passenger
and freight equipment.
The officers and salesmen of Berry Brothers, Detroit, Mich.,
held their annual meeting at Detroit last week.
The Des Moines Bridge & Iron Co., of Pittsburgh, Pa., and
Des Moines, Iowa, opened a contracting office at 50 Church street,
Xew York City, January 1, 1914.
The Link Side-Bearing Co., Hammond, Ind., has been incor-
porated to manufacture railroad trucks. The capital stock is
$100,000.
The tenth annual convention of the sales and factory organiza-
tions of the Chicago Pneumatic Tool Company was held at the
Great Xorthern Hotel, Chicago, last week. About one hundred
of the company's representatives were in attendance from all
parts of the world.
The Pullman Company has established a pension plan provid-
ing for the retirement of employees at the age of 70 or after 20
years of service in case of disability with a pension equal to one
per cent for each year of service of the average rate of pay for
the last year of service. Xo one over 45 years of age will be
taken into service hereafter except by special arrangement.
Elmer E. Albee has resigned as mechanical superintendent of
the Safety Car Heating & Lighting Company, Xew York.
B. S. McClellen, in charge of the railway sales department of
the McCord Manufacturing Company, Chicago, has resigned in
order to give more personal attention to his other interests. The
McClellen Nut Company, Chicago, which he has just organized,
will shortly place upon the market a one-piece self-locking nut,
which will be known as the "Unit" lock nut.
D. Walker Wear, formerly purchaser of the Chicago Tunnel
Co., has been elected vice president and a director of the Stow
Mfg. Co., with offices at 443 State street, Binghamton, N. Y.
86
RAILWAY MASTER MECHANIC
February, 1914
R. M. Campbell has been appointed special representative of
the railway department in the eastern territory of the Detroit
Graphite Company, Detroit, Mich., with headquarters at 135
Broadway, New York City. Mr. Campbell was for a number of
years with the Ohio Brass Company and the Transportation
Utilities Company.
The Duff Manufacturing Co., of Pittsburgh, Pa., has opened
an office in the People's Gas Building, Chicago. Backed by a
Chicago warehouse, they will be in a position to give Western
consumers increased service and prompt deliveries. The company
has also appointed G. W. Parsons, district sales agent with offices
in the Pioneer Building, St. Paul, Minn. By mutual agreement,
Fairbanks, Morse & Co. have discontinued acting as exclusive
steam railway agents for the above company.
The Hancock-Bragg Railway Supply Co., Chicago, has been
incorporated by William Bragg, David D. Kagy and R. W. Vanier.
ERICH Joseph, formerly New York manager of the Orenstein-
Arthnr Koppel Company, Koppel, Pa., has been appointed gen-
eral manager of that company. He succeeds A. Reiche, who has
left the company to engage in work in Germany.
The Simplex Airbrake & Manufacturing Co. held its first
annual meeting in its offices in Pittsburgh, Pa., on January 20.
The following officers were elected: President, Milton D. Hays;
vice-president, Nicholas Herbick ; secretary, Elmer E.. E. Stew-
art; treasurer, William H. Giob; assistant to president; A. P.
Hays; mechanical engineer, Peter Wertz.
John F. Church has been appointed vice-president of the Da-
mascus Brake Beam Company, Cleveland, Ohio.
J. H. Waiters, master mechanic of the Georgia Railroad, has
resigned and will devote his time to the introduction of his sev-
eral patented locomotive appliances.
Charles E. Lee,
Who has been prominently mentioned to fill the vacancy in the presi-
dency of the Boston & Maine. Mr. Lee was formerly connected
with the Boston & Maine, and as general superintendent had the
good will of 20,000 employees. His intimate knowledge of the
physical property places him in an enviable position.
OBITUARY.
William A. Cooper, director of building and equipment of the
East Pittsburgh works of the Westinghouse Electric & Mfg.
Co., died from peritonitis at his home in Wilkinsburg, Pa., Fri-
day, January 23d. Mr. Cooper was born near Watertowa, N. Y.,
November 24th, 1861. He attended Cornell University and
began his business career with a cheese manufacturing concern
at which time he had charge of a power plant, and in working
therein his engineering instinct was aroused, which led him
to adopt this as his life work. At the age of 25 Mr. Cooper
went to Ottumwa, la., to engage in the building of automatic
screw machines. Soon after he started a shop in Minneapolis
for himself, undertaking at this time the development of a
system' of traction using compressed air. Following this period,
Mr. Cooper entered the employ of the Twin City Rapid Transit
Company of Minneapolis, as master mechanic and chief engi-
neer. During the four years he spent in this position he rede-
signed and practically rebuilt the entire electrical equipment.
In 1894 he entered the employ of the General Electric Com-
pany at Schenectady, being engaged in railway work. During
the period of three years at Schenectady he was a leading
spirit in a great deal of the chief engineering work which re-
sulted in the revolution of the design of railway motors. During
his stay at Schenectady, he also supervised the manufacture of
the locomotives for the Baltimore & Ohio tunnel at Baltimore,
being detailed to put them into service after their erection.
After the completion of this work Mr. Cooper became asso-
ciated with' the firm of Blood & Hale, consulting engineers.
William Cooper.
Boston, and on September 1, 1897, entered the employ of the
Bullock Electric & Mfg. Company, Cincinnati, Ohio, as gen-
eral superintendent in charge of engineering and manufactur-
ing. After his experience as consulting engineer in Cincinnati
for about one year, he entered, in 1904, the employ of the West-
inghouse Electric & Mfg. Company in the railway engineering-
department. His first work with this company was his investi-
gations of the unit switch control which the company was then
exploiting. His work on this system led to the development
of the type of control now being used by the Westinghouse
company. His work in the railway field consisted of an active
participation of the design and manufacture of the equipment
furnished the New York, New Haven' & Hartford, the St. Clair
Tunnel, the Pennsylvania and other roads which have been
electrified by the Westinghouse company. Two years ago, when
the works department was organized, Mr. Cooper was made
director of buildings and equipment. In this capacity he did
some excellent work in remodelling the power plant at East
Pittsburgh, leaving it in excellent condition.
Mr. Cooper was a man of rather rough exterior and apt to
be misunderstood by people who did not know him thoroughly.
His warm heart, however, and generous disposition made him
universally loved and respected by those who were fortunaii&v
enough to know him intimately.
«^t-- »-•
Foundations have been completed for the- erection of the
Baldwin Locomotive Works' plant at Calumet, near Gary, Tnd.
The shops will cover sixteen acres and will employ 10,000 men.
March, 1914
RAILWAY MASTER MECHANIC
87
MaIermkmnic
The World's Greatest Railway Mechanical Journal
Published at the World's Greatest Railway Center
Established 1878
Published by THE RAILWAY LIST COMPANY
WILLIAM E. MAGRAW. Prea. and Treaa.
CHAS. S. MYEBS, Vice-Pre». L. F WILSON, V. P. & Editorial Director
C. C. ZIMMERMAN, Bu«. Mgr. OWEN W. M1DDLETON, Editor
J. M. CROWE, Mgr. Central Dirt. KENNETH L. VAN AUKEN, Editor
DALTON RISLEY, West. Mgr.
Office of Publication : Manhattan Building, Chicago
Telephone, Harrison 4948
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Telephone, Cortlandt 5765
Central Office: House Bldg., Pittsburgh, Pa.
Address all editorial and business communications to the Com-
- pany, at Chicago.
A Monthly Railway Journal
Devoted to the interests of railway motive power, car equipment,
shops, machinery and supplies.
Communications on any topic suitable to our columns are solicited.
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Entered as Second-Class Matter June 18, 1895, at the Post Office
at Chicago, Illinois, Under Act of March 3, 1879.
Vol. XXXVIII Chicago, March. 1914
Xo. 3
CONTENTS.
Editorial-
Center Plate Oiler 87
Tool Room Work 87
Brake Performance Tests 88
Pyrometer for Superheater 88
Twenty Years Ago This Month 89
The Situation in Brief 89
Loyalty 89
Raising the Standard of Efficiency in a Railway Shop 90
Just Keep On Keepin' On 90
A Progressive Tool Room 91
Westinghouse Veterans Organize 97
New Design McKeen Motor Cars, Sunset-Central Lines 98
Brake Performance Tests 99
Reamer for Truing Up Air Pump Stop Bosses 104
Pacific and Mountain Locomotives, ("., R. I. & P. Ry 105
Structural Steel Trucks, Canadian Pacific Ry 109
International Correspondence Schools Ill
Center Plate Oiler 112
Electrification of the Butte, Anaconda & Pacific Ry 113
Pyrometer for Superheater Locomotives 118
Safety Exhibit, New York Central Lines 120
Repairing and Applying Superheater Units 121
Executive Committee Meeting, C. I. C. I. & C. F. Assn 122
Personals 125
New Books 126
Among the Manufacturers 126
Knife Grinder 126
Portable Electric Drag 127
Repair of Pressure Gauges 127
Lennox Serpentine Shear 128
Efficient Steam-Water Heater 12S
Asbestos Car Lining 128
New Literature 129
The Selling Side 129
Center Plate Oiler.
On another page we publish a short article descriptive of a
center plate oiler used on the Denver & Eio Grande, which was
designed by Master Mechanic Stevens of that road. Although
a simple affair, it is a striking example of overcoming some of
the small leaks in railway operation. Mr. Stevens says that
they were able to oil but thirty cars per gallon of oil with the
ordinary oiler and that they are able to cover sixty cars on
the same amount of oil with the improved oiler. In addition
there is a saving effected in the time consumed, and the danger
to the man handling the oiler is decreased. Another interesting
feature is that the oiling of center plates has resulted in a
decrease in the number of truck derailments.
We need more devices of this sort in our shops and round-
houses; devices and improvements that will help to cut off the
small leaks. At this time, more than ever before, efforts should
be made to cut down costs. It is to be hoped that railway
mechanical men who have succeeded in cutting costs by means i
of an improved tool or method will take every opportunity to
acquaint their fellow railway men with it. Indeed, it should
be a duty, for what will improve the welfare of the roads as a
whole will improve the welfare of each separate road.
Tool Room Work.
With the incoming of machinery, each man working in a
shop is being relieved of more and more manual work and is
becoming to an increasing degree, a director of certain forces
placed at his command. The power, the machine and the cut-
ting tool is furnished and it is up to the operator to make
them work as efficiently as possible. After furnishing good
machines to the operator, the most important thing is to give
him good cutting tools which will meet the requirements of the
work, and to keep these tools in the best of repair for him.
This is the function of the tool room; to study out the best
designs for the tools needed, to manufacture all the tools it
can with economy and to keep the men supplied at all times
with good tools. The tool room should always keep a step in
advance of the shop and not simply keep abreast with it or lag
behind it as is sometimes the case. On the whole, tool room
foremen are up-to-date and alive to the possibilities of their
work. This was well evinced at the last convention of the
Tool Foremen's Association. Although this association has as
yet a relatively small membership, no convention excelled it
last year in enthusiasm and in thoroughness in discussing live
subjects. Better designs of cutters, better means of tempering,
and cheaper methods of manufacture are constantly being in-
troduced and the man who is going to make the value of the
tool room felt in his shop must be constantly studying the
problems of the shop, devising methods of expediting the work
and cutting costs wherever possible.
We present in this issue an article by Owen D. Kinsey, tool
room foreman at the Burnside, Chicago, shops of the Illinois
Central, covering the work being done in the tool room at that
point. The tool room department at Burnside was reorganized
last last fall and has been brought to a high state of efficiency
since that time. At present it is manufacturing practically all
the tools for the shop, aside from drills and taps. With each
tool the prices of the manufactured product have been obtained
and compared with the cost of manufacturing the same tool in
88
RAILWAY MASTER MECHANIC
March, 191+
the tool room, with the result that a large percentage of the
tools are being manufactured at home at a decrease in price of
from one-third to two-thirds. Aside from the decrease in cost,
the tool room is able to make tools which are especially adapted
to the work of its shop. The article in question shows a few
of the interesting jigs used for turning out the work. The
tool room is located in a separate building adjoining the shop,
has plenty of room between machines, good light and is kept
in an orderly condition, all of which have a very good influence
on the men who work in it. In spite of the fact that the tool
room is supplying the shop with more and better tools at a
lower cost, it is working with a smaller force than it did under
the old regime. The force consists of twenty-four men, one-
third of which are skilled mechanics, while the rest are bright
young fellows who have been picked out of the shop.
It has been said that if you want a thing well done, do it
yourself. One of the secrets of the success of the Burnside
tool department is that Mr. Kinsey, the foreman, not only de-
signed his own jigs but prepared all his own drawings. Al-
though it used up many of his spare evenings he has a set of
drawings which he knows to conform exactly to his desires and
the requirements of the shop. It is such attention to details
which makes for the success of any work. He is also encour-
aging the men to take courses in mechanical drawing and
other studies which will help them in their daily tasks, and
enable them to work understanding^-. The Burnside tool room
is turning out work which is a great credit to the Illinois Cen-
tral Railroad and the shop management. The article referred
to contains some valuable ideas with regard to tool room work
and if there are other shop officials who believe they have
better methods, they are invited to let our readers know about
them. No one would be more anxious to learn of them than
the tool room foreman at Burnside. for Mr. Kinsey is always
in the market for new ideas. That is why the tool room at
Burnside has cut down costs hundreds of dollars each month.
Pyrometer for Superheaters
In the operation of superheater locomotives it is unques-
tionably a fact that the best results consistent with good
practice are not by any means always obtained. In the com-
mittee report and discussions of the American Railway Master
Mechanics' and of the Traveling Engineers' Associations, there
is much doubt expressed as to when superheaters are operated
to best advantage. It has been shown that enginemen often
carry water at too high a level in the boiler for the principal
reason that it is possible to do so without the usual evidences
of priming, which follows such practice with saturated steam
locomotives, and further there is a tendency to provide as
large a factor of safety as possible in avoiding danger of burn-
ing crown sheets. It has also developed that improper atten-
tion given the cleaning of the superheater flues has often re-
sulted in a low standard of efficiency.
Since the evidence of such poor conditions is not at once
brought to the attention of the enginemen or terminal forces
for correction, the poor results are apt to continue to the
detriment of the service. It is for these reasons that a pyrom-
eter adapted to locomotive practice, has been developed by the
Locomotive Superheater Co. This device is described on an-
other page of this issue and it should attract favorable atten-
tion from those who have realized that they were not obtaining
maximum efficiency. An indication of what is transpiring, so
far as the functioning of the superheater units are concerned,
is constantly before the eyes of the enginemen in the registra-
tion on the pyrometer dial and in most cases an indication of
low temperature in the steam delivered to the cylinders will
result in prompt corrective measures. There is slight increase of
complication by its attachment to the engine and its simplicity
is such as to insure its proper action.
Brake Performance Tests
"With its characteristic thoroughness, the Pennsylvania Rail-
road working with the Westinghouse Air Brake Co., conducted dur-
ing the past year a set of tests on brakes and brake performances
which are of great value to the railway fraternity. In a paper
by S. W. Dudley, delivered before the American Society of Me-
chanical Engineers on February 10, the writer does not go deeply
into details but his discussion of the tests covers about a hundred
and thirty pages, so it may be seen how thorough and comprehen-
sive these tests were. Elsewhere in this issue we publish the in-
troduction and conclusions of this paper; lack of space prevents
us from giving more. As indicated in the article, those interested
can readily obtain complete copies of the test.
The tests at the outset were to cover five points, namely: A
determination of the maximum percentage of emergency braking
power with a consideration of the various factors affecting it; a
comparison of two brakes per wheel with the standard of one brake
i>er wheel; a comparison of the improved electro-pneumatic brake
with the present high speed brake equipment ; observance of effects
of braking on the brake shoes; the coeflieient of friction between
the wheel and the rail under varying conditions.
The improved electro-pneumatic equipment was found to be
quick acting and very effective. For instance, the time to obtain
full emergency braking power with the PM equipment on the entire
train was 8 seconds while with the electro-pneumatic brake the time
was 2:25 seconds.
With regard to brake rigging the paper says: "An efficient
design of brake rigging must be produced before the advantages
of improved air brakes or brake shoes can be fully utilized. ' ' The
clasp type of brake rigging (two brakes per wheel) was found to
be very advantageous both from the standpoint of the brake rig-
ging and the brake shoe. The rail adhesion was found to vary
from 15% to 30%, depending on the conditions of the atmosphere
and weather, and the amount of wheel sliding it was concluded
depended more on the rails and weather conditions than on the
amount of braking power.
The brake shoe bearing was found to be the most difficult factor
to control and the tests indicated that, with all factors except this
remaining constant, there was a possible variation of from 15 to 20
per cent in the length of stops made from a speed of 60 miles per
hour.
With our heavier rolling stock, longer trains and higher train
speed the braking question is indeed an important one and much
good should result from these tests. They are the most complete
tests which have been made since the Galton-Westinghouse trials
of 1878, which constituted the first scientific investigation of
the subject, although the Lake Shore tests of 1909 contributed
valuable data. They are a valuable contribution on the question
and a study of them will be of great value.
March. 1914
RAILWAY MASTER MECHANIC
89
enfu^are ^o This Montli
Henry L. Leach introduces an improvement on locomotive track
sanding apparatus to cover emergency sanding, the improved de-
vice retaining the old sand lever in addition to the pneumatic
appliances.
The general superintendent of one of the larger roads asks one
of the railway publications for some information as to the dif-
ferences in the various types of vertical plane couplers, as his
road "is considering the advisability of making a change iu
drawbars.
Whiting Foundry & Equipment Co. and Whiting Car Wheel Co.
organized, the former with a capital of $100,000 and the latter
with a capital of $75,000. The incorporators are Nathan G.
Moore, William B. Mcllvaine and Max Baird, for both companies.
Shops are under construction at Harvey, 111.
The Big Four announces its decision to use the Pintsc-h lighting
system on all passenger and mail cars.
H. E. J. Porter and Albert Fisher form a partnership to carry
on a contracting business in the line of equipment of steel plants.
The civil engineering department of the University of Penn-
sylvania announces the collection of sufficient funds for the equip-
ment of a testing laboratory to be placed in the basement of the
college building.
A locomotive engineer, Ackerman by name, on the Mexican-
Interoceanie, is imprisoned on account of the death of a Mexican
who had been hit by his engine.
A committee of the Traveling Engineers ' Association asks the
familiar question: "How can traveling engineers improve the
service when engines are double-crewed or pooled?"
A committee of the Master Car Builders' Association, of which
E. D. Brouner is chairman, issues a circular of inquiry as to hand
ami air brake apparatus, with especial reference to foundation
brake gear.
George Henderson is appointed master mechanic of the Butte,
Anaconda & Pacific at Anaconda, Mont.
W. H. Y. Kosing is appointed master mechanic of the first
division, first district, of the Denver & Eio Grande at Burnham,
Colo., vice Quincy Lamplugh, resigned.
The Richmond "tramp" locomotive is tested on the Chicago,
Burlington & Quincy, having previously been tried out on several
of the roads centering in Chicago. T. H. Symington, mechanical
engineer, Richmond Locomotive Works, is iu charge of the machine
and is explaining its points to large numbers of railroad men
each day.
The Boston & Albany decides to build shops at West Spring-
field, Mass.
Announcement is made of the marriage of Clarence H. Howard,
secretary of the Safety Car Heating & Lighting Co. — ' ' one of the
best-known young men in the railway supply trade."
V. B. Lang, general foreman of the West Shore shops at New
Durham, N. J., is appointed master mechanic of the Louisville
Southern.
E. A. Hibbits is appointed master mechanic of the New York,
Lake Erie & Western at Rochester, N. Y.
E. B. Gilbert is appointed master mechanic of the Pittsburgh,
Shenango & Lake Erie.
Lunkenheimer brings out "the latest thing" in graphite sight-
feed lubricators.
Contract is let for the new shops of the Monon at Lafayette.
Ind. The town toted $130,000 to secure the location of the shops
at that place, of which amount citizens advanced $50,000 pending
a tax levy necessary to raise the amount.
W. E. Bentley is appointed general foreman of the shops of the
Baltimore & Ohio at Zanesville, O.
H. C. Buhoup gets a patent on a railway car.
H. H. Sessions patents a car brake.
Thomas S. Reilly resigns as general foreman of the San Antonio
& Aransas Pass.
Prediction is made that iron car construction has taken per-
manent root in this country.
W. E. Dixon is elected a director of the Rogers Locomotive
Works.
A. E. Mitchell, superintendent of motive power of the Erie,
lenies the reported application to Erie cars of a new-fangled
brake, said to set the brakes by the simple movement of the cars
chucking together.
The Chicago, Rock Island & Pacific is considering the advis-
ability of using compressed air for cleaning passenger cars, several
other roads having adopted the plan successfully.
Norway begins the construction of locomotives for its roads, hav-
ing formerly bought all of its equipment of this kind from
Glasgow.
On account of the growing interest in the possibilities in the
building of cars of steel, the Harvey Steel Car Works arrange
for an exhibit of one of their steel tank cars at a convenient point
in Chicago.
An Australian invents a car wheel with central flange and
double tread, designed to enable equipment to pass from a line
of one gauge to a line of another gauge.
James McNaughton, superintendent of motive power, Wisconsin
Central, has his jurisdiction extended over the car department
also, with headquarters at Waukesha, Wis.
Per.ny-in-the-slot electric reading lamps are introduced in the
cars of the London underground railway, a deposit of a penny se-
curing illumination for half an hour.
Massachusetts repeals its automatic coupler law of 1886 on ac-
count of the activity the railroads have displayed in equipping
cars with couplers of the M. C. B. type. *
THE SITUATION IN BRIEF.
Returns of the steam roads in the United States for December,
reduced to a per mile of line basis and compared with the re-
turns for December, 1912, show a decrease in total operating rev-
enues per mile of 5.2 per cent, and an increase in operating ex-
penses per mile of 0.1 per cent. Net operating revenue per mile
was less by $61, or 16.9 per cent, than for December 1912, while
that for December 1912 was 10.4 per cent greater than for De-
cember, 1911.
For the calendar year 1913 total operating revenues per mile
increased 3.7 per cent, and operating expenses per mile 7.3 per
cent. Net operating revenue per mile decreased $183, or 4.4 per
cent, while that for the calendar year 1912 was greater than for the
calendar year 1911 by 5.1 per cent. Operating income per mile de-
creased $239, or 6.6 per cent.
LOYALTY.
If you work for a man, in Heaven's name work for him. If
he pays you wages that supply your bread and butter, work for
him ; speak well of him ; stand by him and stand by the institution
he represents. If put to a pinch, an ounce of loyalty is worth
a pound of cleverness. If you must vilify, condemn and eternally
disparage, why, resign your position, and, if you are a weakling,
when you are outside damn to your heart's content; but as long
as you are a part of the institution, do not condemn it. If you
do, you are loosening the tendrils that hold you to the institution,
and the first high wind that comes along, you will be uprooted and
blown away, and probably you will never know why, as many
have experienced. — Elbert Hubbard.
A lecent notice in the "Daily Mail," of London, indicates
that when the Southeastern and Chatham Railway completed
its annual stock-taking it found that two locomotives were
missing. Diligent inquiry discovered one of these — the article
does not state where — but no trace of the other has been found.
Commenting on this fact in the paper, a railway officer says
that another prominent British railway, some years ago, abso-
lutely lost six locomotives, and that its inventory reported as
missing, in addition, two hundred goods wagons and fifty pas-
senger coaches.
90
RAILWAY MASTER MECHANIC
March, 1914
RAISING THE STANDARD OF EFFICIENCY IN A
RAILWAY SHOP.
By Frank J. Borer.
Mark Twain, the late humorist, once said: "Training is every-
thing; the peach was once a bitter almond, cauliflower is nothing
but cabbage with a college education. ' '
Every industrial enterprise has for its successful operation dif-
ferent problems to solve, which may vary to some extent according
to the line of industry.
For the most part the labor problem is the most difficult one to
solve. This is especially true of a railway shop. How to deal
with the human element as it applies to a railway shop so as to
attain a higher state of efficiency depends in no small degree upon
the amount of skill and knowledge of human nature possessed and
displayed by the different foremen and officers of the shops.
To raise the standard of efficiency we must cultivate the spirit
of loyalty and responsibility among the employees. We must in-
still in them the idea that there is a mutuality of interests between
employer and employees; that a railroad like any other business
in order to exist and succeed must be run on paying basis, must
be capable of paying interest and dividends on stocks and bonds,
must make vast improvements and lay aside money for times of
depression of business or for unexpected expenditures.
It has been said that a human being is a suspicious animal.
There is a good deal of truth in this; therefore, it logically fol-
lows that those in charge of the force should avoid making the
men suspicious or discontented, and instead use a sympathetic
attitude combined with strategy and diplomacy.
Human nature is about the same the world over in regards
to certain characteristics, traits or instincts. It is this instinct
that those in charge of the shop force have to make the best of,
have to develop or head off certain tendencies, promote those
that make for education or a higher efficiency and familiarize
themselves with the ability and capacity of the men. We cannot
fire large bullets with a small calibre gun; Ukewise if large re-
sponsibilities are placed upon a small calibred individual the re-
sults of his service will be unsatisfactory or more or less discour-
aging. Men that have not had or could not absorb the proper
training should not be expected to train others.
If we rightly put so much importance upon training or its
equivalent, education, then it becomes self-evident that we must
avail ourselves of the avenues open.
One of the best and most efficient methods to improve knowledge
and to keep "posted" is by reading the mechanical press. Every
railroad man worthy of the name should feel the need of supply-
ing himself with reading matter conveying in a practical way a
reflex of the work in which he is engaged.
Eight here I will say without flattery that the Railway Master
Mechanic deserves great credit for the pioneer work it has done
relative to shop-efficiency and the unification of its forces.
But the mechanical press should not only be read or recom-
mended to be read from a point of view of gaining knowledge
by those in charge of the shop force. Every foreman should con-
sider it his moral duty to do so.
In conjunction with reading and home study, the exchange of
ideas by means of railway clubs and associations is very benefi-
cent as an educational factor.
Being in possession of knowledge does not mean in itself that
the company is going to derive any benefit therefrom. There is a
tendency on the part of some foremen to "bottle up" the knowl-
edge they have gained. Of course, this is wrong and shows them
to be narrow minded. Knowledge must be put in practice, must
be imparted to the men in the ranks, little by little, wherever the
opportunity arises.
In every man there are certain potentialities, certain possibil-
ities which may lay more or less dormant and which have to be
developed and cultivated in the direction of reaching a higher state
of efficiency.
According to the last annual report of the Interstate Commerce
Commission relating to its investigation on collision accidents, 98
per cent of them had been caused by some employee failing to do
his duty. Nearly the same ratio holds good in regards to acci-
dents and personal injury occurring at the railway shops. Of
course, in many instances there are a number of contributory
causes that led to the accident or injuries but that does not mate-
rially alter the facts at issue. As a logical conclusion it then
follows that we must aim at overcoming the faults, weaknesses
and shortcomings in human nature as far as it applies to railway
work, and arouse a feeling of personal responsibility, of regard
for duty and a keener understanding of the interests of the em-
ployer. The task is not an easy one to be sure. An employee
possessed with a spirit of apathy, indifference and lack of loyalty
is not easily made into an efficient worker and it would sometimes
seem far more advisable to eliminate him from the service than to
try to reform him. If all the employees on the New York, New
Haven & Hartford had done their duty that road would now not
be in such a plight financially.
Biology tells us that if any living organism fails to make any
progress under favorable conditions, that it will be supplanted by
a better organism. The same may be said of a railroad organiza-
tion or shop management. Therefore, we must ever strive for per-
fection, for the ideal, even though we may never reach it. The
moment we lose sight of this, the moment we are contented in
letting well enough alone, we not only stand still, but take a step
backward. The beacon light of a shop management must be
co-operation between the different departments and between the
foremen and their forces, avoiding all unnecessary friction, making
the environment of the men as pleasant as circumstances will per-
mit, placing each man at the right place according to his ability
and a higher efficiency of the force will follow.
JUST KEEP ON KEEPIN' ON.
If the day looks kinder gloomy
An' your chance is kinder slim —
If the situation's puzzlin'
An ' the prospect 's awful grim,
An' perplexities keep pressin'
Till all hope is nearly gone,
Jus' bristle up, and grit your teeth,
An' keep on keepin' on.
Fumin' never wins a fight,
An' frettin' never pays;
There ain't no good in broodin' in
These pessimistic ways.
Smile just kinder cheerfully
When hope is nearly gone,
An' bristle up and grit your teeth,
An' keep on keepin' on.
There ain't no use in growlin'
An' grumblin' all the time,
When music's ringin' everywhere
An' everything's a rhyme.
Just keep a-smilin' cheerfully,
If hope is nearly gone,
An ' bristle up, and grit your teeth,
An' keep on keepin' on.
— Exchange.
THE DYNAMOMETER CAR designed by Professor E. C.
Schmidt of the University of Illniois for the Imperial Govern-
ment Railways of Japan is nearing completion and will be
delivered about May 1. The car is 48 feet long, 8 feet 6 inches
wide and is adapted for a 3 foot 6 inch gaug« with provision
for changing later to a 4 foot 8% inch gauge. It is equipped
with vacuum brakes and the design of drawbars, buffers,
journal-boxes, etc., conforms to Japanese railway standards.
The car is of the hydraulic dynamometer type such as has been
developed at the University of Illinois. The car and apparatus
is designed for a maximum speed of 85 miles per hour and the
recording apparatus will permit the measurements of tractive
efforts up to 80,000 pounds.
March, 1914
RAILWAY MASTER MECHANIC
91
A Progressive Tool Room
A MODERN TOOL ROOM, ITS EQUIPMENT AND SYSTEM FOR MANUFACTURING AND MAINTAINING RAILWAY
TOOLS AS EXEMPLIFIED AT THE BURNSIDE ( CHICAGO) SHOPS OF THE ILLINOIS CENTRAL R. R.
Ey Owen D. Kinsey, Tool Room Foreman.
The tool room organization at the Burnside shops of the Illinois
Central R. R. at Chicago is new, having been developed from a
careful weeding out of non-producers by substituting skilled
mechanics for precision work, and specializing and training men
Being separate and on the ground floor, they are free from the
vibration and noise of the shop.
In addition to our electrical heat treating plant, we have access
to an up-to-date case hardening and heat treating plant located
View of Tool Room at Burnside Shops, I. C. R. R. Note the Open Spaces Between Machines, the Safety Guards, the Tool Stands at
Each Machine and the Cabinet Between the Windows. The "Safety First, Higher Efficiency" Sign Occupies a Prominent Place.
on certain classes of work where multiple production is run
through.
Careful attention has been given to the selection of men who
are adaptable and have a progressive spirit; in other words,
men who are not fixed by precedent and what they used to do
"when Noah built the ark." This is a progressive age and new
methods must be employed in order that we may keep pace with
the times and render profitable service. The old mistaken idea
of killing the. job is out of date with the new order of things.
It is now understood that if we cannot produce tools for
less cost than same can be purchased outside, we are not entitled
to, nor can we expect to, hold the work.
The writer is not an advocate of cheap labor, but believes in
training and specializing workmen, advancing them up into posi-
tions of increasing responsibilities and opportunities, giving them
full credit and praise for what they do and compensation accord-
ing to ability and conditions ; loyalty, time in service and efficiency
being considered.
One of the illustrations shows a plan of the general lay-out of
both the machinery and tool serving departments, and also the
electric hardening plant adjoining. The machinery and hardening
departments are located in a building adjoining the main shop.
in the blacksmith shop, which has made possible the use of soft
steel for many purposes where heretofore we had to use high-
priced tool steel.
We are using punch presses for work formerly done by hand,
as for instance: M. C. B. wheel defect gauges, tell-tale gauges,
beading tool gauges, emery wheel dressers, etc. At one end of
the room we have a tool cabinet where all new drills, taps and
stock tools are kept by a system of perpetual inventory. Metal
tool stands are provided for each machine and we have adopted
a standard eccentric-grip tool holder for all machines, as it shows
economy in the use of high speed steel.
The tool room is well lighted and ventilated, and furnishes
ideal working conditions. In other words, it is a little industry
by itself, thoroughly progressive, receptive to new ideas and
following out a clean-cut program for betterment.
For the general lighting of the tool room twelve 250 watt
Mazda lamps with 16" enameled steel reflectors are used, all
spaced an equal distance apart and suspended 12 feet above the
floor, thus giving an equal distribution of light to all parts of
the room. These lights are entirely adequate for all general
work, but a receptacle is placed on each machine for the purpose
of connecting a portable light which is sometimes needed for
very fine work. These receptacles also serve for connecting a
RAILWAY MASTER MECHANIC
March, 1914
Bench
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24' Face Mill Grinder
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Ho.Z Univ.
Qrinder
On. Mill
Mac/?. Co
Floor Grinder "Wiliey Floor Gr
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Drill Press
Knecht Bmi. Co
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Gear' Cutter
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Becker Hand
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I.C.Dili Mach Co.
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(Motor)
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Arbor Press
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Tool Stock
Cupboard
Tool Stock
Cupboard
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Tempering Plant
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furnace
36' Oil Bath
Oil Furnace
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Plan of Tool Room at Burnside Shops. Illinois Central R. R. Note that the Grinding Machines Are Placed in a Group and as Far from
the Percisicn Machines as Possible.
center grinder when required. The general lighting is arranged
with two lights on a circuit so that two or more lights may be
turned on or off. thus providing light for any part of the room
as desired. All cut-outs and lighting switches are placed in a
steel cabinet in the room.
STANDARDIZATION OF TOOLS.
All tools are manufactured from drawings which are developed
by careful study of conditions and the work to be performed.
The designing is done by the tool department, where the drawings
are also made and standards established in accordance with
requirements of the shop. All drawings are of standard folio
size and are mounted on cardboard and shellaced. They, there-
fore, always present a clean aud handy reference for the work-
man, place him in the position of knowing absolutely instead of
guessing and enable him to perform his work more accurately
and rapidly. In this connection it might be mentioned that a
number of our tool room men are studying mechanical drawing
and tool designing through correspondence schools and night
schools, and are making commendable progress. Efforts along
these lines are encouraged, and every advantage possible is given
the man who produces results.
Next in importance to a standard design for all tools conies
the designing and making up of special jigs and devices for
facilitating accurate and rapid work. No factor is more impor-
tant to economical production. A few illustrations of efficient
jig| and devices are shown herewith.
Figure 1 shows a jig for drilling flue roll cages. This device
handles all sizes from 1% inches up to and including 2% inches.
There is a graduated rule extending across the top of the sliding
block, indicating the position of the drill bushing. This block
can be quickly moved and locked in any position required. The
upper part is hinged so that it can be raised to permit the
removal of the cage and it also serves as a clamp for holding Fj 2 j- for F | Ue Cutters
Fig. 1 — Jig for Manufacturing Flue Rolls.
March. 1914
RAILWAY MASTER MECHANIC
93
I
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niO
«m s* 1
w A £tf.r -
l^v" "" ^^^
^^
Hlx-
•' i ."" " ' ^
-*
^9
£s
-
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Fig. 5 — Triple Head Milling Three Spiral Reamers.
the cage while it is being drilled. The base plate of the jig has
an inclined hole bored therein, into which the blank to be drilled
is inserted at an angle of 5 degrees. The blank has three lines
scribed on its circumference which are made to coincide with
zero line on base. Two specimens of work are shown to the
right of jig, one piece as it conies out of the jig and the other
after having been turned in a lathe. A completed tool is also
shown. This drilling is accomplished by an inexperienced man
at an average rate of 25 minutes per piece. The material used
is machine steel which "is case hardened and heat treated. The
rolls and pin are tool steel.
Figure 2 shows a jig in which we manufacture our standard
flue cutters, this device being used on three machines, namely:
Drill press, slotter and milling machine. A complete flue cutter
may be observed to the right of jig. The barrel is made of
machine steel, case-hardened and heat-treated. The plunger and
cutter are made of tool steel and hardened.
In the background is shown a device for machining flue cutter
knives. This device fits in spindle of lathe. The outer end is
similar to a flue cutter, into which the blanks are inserted and
Fig. 3 — Jig for High Speed Inserted Peg Milling Cutters.
Right Is a Completed Cutter.
At the
turned to correct length and radius, making a very efficient and
inexpensive cutter. We remove 6,000 to 7,000 flues per month
at Burnside shops and positively have no trouble with this style
of cutter. We cut a complete set in from one and cne-half to
three hours, including the setting up of the machine.
Figure 3 shows a drilling jig for spacing, drilling and reaming
the blanks for high-speed, inserted peg milling cutters. The
blank to be drilled is locked on an arbor which extends through
the housing. This arbor has a spiral key-way extending thereon
and a floating key projects into same through left housing,
causing the arbor and blank to twist spirally as they are moved
to different drilling positions. The key-ways in the base plate
space the pegs lengthwise while changing the key, shown extend-
ing out of end of blank, into different key -ways in arbor divides
the circumference.
The first operation is to drill 7/32" dowl pin holes and then
change bushing and drill and ream. The object of the dowl pins
is to keep pegs from turning when under severe stress and also
keep cutting edges dead in line as pegs are driven into place.
The pegs are milled in a jig, and a 7/32" drill rod is used for
the dowl pins. A finished cutter ready for grinding is shown to
right of jig. A number of pegs are also shown in the fore-
ground. The jig shown is for cutters used on a vertical milling
machine which mills all rods and motion work.
The objects in Figure 4 are jigs and tools used in manufacturing
standard drill sleeves and all other tools having Morse taper
shanks.
Figure 5 shows a triple milling device milling three spiral
Fig. 4 — Tools and Jigs for Manufacturing Drill Sleeves.
94
RAILWAY MASTER MECHANIC
March, 1914
Fig. 6— Group of High Speed Milling Cutters Made at Burnslde Tool Room.
Fig- 7 — Some of the Tools Made at the Eurnside Tool Room of the Illinois Central R. R. Showing also the Pans Used for Conveying and
Handling Small Parts.
March, 1914
RAILWAY MASTER MECHANIC
95
View Looking West, Showing Tool Room Lathes, Shaper, Slotter and Turret Lathe.
reamers at one operation. The dividing head may be observed
under and to the right of the overarm. The three spindles in
the triple head are revolved by the main drive gear, being advanced
along the stationary shaft mounted above and parallel to table.
This shaft has two key -ways extending thereon, one being straight
and the other spiral, permitting either straight or spiral reamers
to be made. We also use this device for sawing three sectional
flue expanders at one time.
Figure 6 shows a group of modern high-speed milling cutters
as adopted for tool room work. Attention is called to wide
spacing of the teeth of milling cutters and our designs for heavy
duty end facing mills. The shape of cutters are patterned after
the recommendations of the Cincinnati Milling Machine Co. The
taper, however, has been shortened from the standard B. & S.
taper to our own standard of 3" in twelve. This may be par-
ticularly noticed on the cutter at extreme right of the illustration.
The shanks and method of holding same are our own designs.
The output of the milling machinery in the shop has been
materially increased by the use of the efficient cutters above
mentioned.
Figure 7 shows tools we have manufactured. All work in
process of manufacture is handled in metal pans or trays, which
is in keeping with the general system typical of the new order
of things.
To the left in this' illustration are a number of twist drills
which have been fitted with larger size sockets and fastened by
a pin which will shear under excessive stress, preventing loss of
drill. We use the same scheme on all square sockets, "it having
proved a very efficient safety device.
Also may be noted our standard high-speed inserted blade rose
reamers, improved high-speed counter-bores, etc.
COST ACCOUNTING.
One of the illustrations shows a facsimile of our work card,
which is an efficiency record of each workman as well as a cost
record. The card shown covers the manufacture of six dozen
Xo. 4 Morse taper drill sleeves. Each operation to be performed
is entered on the card by the foreman, also the time started, time
finished and number of pieces turned out. This particular order
was handled as follows:
First to the turret lathe, where tapers were formed to gauge
at an average speed of 4 minutes per piece for the entire run.
The stock was 1%" common soft steel. A roughing cut was taken
at a spindle speed of 125 r. p. m. with a turret advance of 13%
FOAM 1460.
WORK-CARD.
Illinois Central Railroad Company.
EFFICIENCY ANJ3 COST RECORD.
Charge Time to QfrUfrp t^xijU%JL /OS7&
Date Entered £./' &-/*£ Oa te Closed 2. // 2. - //?
For -_£<^-£^2^*^
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7
33
OPERATIONS
N. 8. T« b* MUred &j F «*«*«* I
to Workaan.
368
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MATERIAL
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MATERIAL -
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COST EACH S .
96
RAILWAY MASTER MECHANIC
Three Lengths !(,» - Z4'> - 30"
Mach.
Steel
March, 1914
V
_T
High 5peed Blade*?
Blades fv he. corked in with a
light air hammer
■* D
lr ? "-Z»
Size of
Reamer
Shank
A
B
C
D
NO.
Blades
l£*toij>
No. 4
.2%
5 /sz
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6
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No. 4
3
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No. 4-.
S'/z
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8
High Speed Rose Reamers.
stop nn
2-Reijd. Morse Taper flo. I.
Ihrow Pin
Tool Steel
Tempered
Tool bte el- Temper ed Dra* to a Blue
Mi /led oul tbr
Chip Clearance
~-/ic.l. Post
Capacity Z"to£"
Pilot Bushings
y4"up to f'/ 4 "
'/4"a/4"a/%" G-B. Reverse fo enlarge bore.
Hardened Steel Ring. ^J"a5.D/a. .997 Inside Dia.
High Speed Counter Bore.
/ Tool 5 fee I Collar
[ Hardened.
Reverse Collar to
Enlarge Bore.
3 /a"Ai't z "Mfgh Speed
" Steel
March, 1914
RAILWAY MASTER MECHANIC
97
inches per minute, which was equal to .107" feed advance for
each revolution of stock. The box forming tool operated against
a spindle speed of 50 r. p. m. and turret advanced 5% inches per
minute, which was equal to .107" feed advance for each revolution
of stock. The cutting blades were not ground during the entire
run. Tapers were cut off at 125 r. p. m.
Second, to milling machine, where an old gentleman milled
DRILL CHUCK
For Straight 5/rank Drill*
e
Cdfaloque Ho.
Cspscity Inches
Shank
Price
A-i
0-to'/4
/Yo.i 'Aforse
A-Z
0-to 74
Ho. 2 Morse
A-3
Q-to'U
For No. 10 \
Thcr Motor
A-4
'Mto'/z
Mo.5.Mcrse
AS
'/ato'/z
No. 4 Morse
DRILL SLEEVE
Cafalogue lio.
Imide Number
Ouhlde Humber
Pr/ce
A-6
I
2
A-7
1
3
A-8
2
3
A-9
2
4
A-IO
J
5
A-ll
4
5
Page from Catalog of Standard Tools.
the tangs at an average speed of 2 and 7/10 minutes per piece
on the entire lot, using H. S. Straddle mills and special clamping
device.
Third, to drilling machine, where a boy drilled key-way.
Fourth, back to turret lathe, where tapers were drilled, rough
reamed and finished reamed with high-speed spiral reamers at an
average time of 10 minutes each.
Fifth, to bench, where key-way was drifted out and tapers
finished ready for case-hardening, completing the job.
iSlHill FORM 1461.
TOOL CLEARANCE CARD.
^n. c
Illinois Central Railroad Company.
/ IN ALL CASES WHERE A TOOL IS LOST, DAMAGED OR BROKEN \
V THIS CARD MUST BE FILLED OUT. }
^~7<73<k?y?Lr. ^. £?%£/... £Q7c)
(Nam e) (Check Number)
vorn Out
HAS 1 Damaged
Broken ^^
Lost
1,
AS A RESULT OF -
it-uli Name ol loot)
i Defective Material
' Accident
J Ignorance
V Carele^sni
GANG FOREMAN.
SHOP FOREMAN.
GENERA*. FOREMAN
TOOL FOREMAN
In addition to our standard folio of detail drawings, we have
a catalog illustrating and listing under a symbol number all
standard tools made at Burnside. We also have a tool steel folio
which specifies the grade of steel to be used for every class of
work. Different grades of steel are identified by standard color
marks or stripes painted the full length of bar, a plan which
eliminates mistakes in the selection of the correct grade desired.
SYSTEM OF CHECKING TOOLS TO WORKMEN.
Every department has a certain series of time check numbers,
which are further subdivided between the gang foremen. A book
is kept in the tool room listing each gang foreman separately and
his series of numbers. Suppose a new man is started to work in
the boiler shop. After being assigned his time check number and
turned over to his gang foreman, he is then sent to main tool
room for a set of tool checks and a tool kit. Six checks are
issued to him corresponding with his time check number ana
his name is entered after same number in book. Certain tools
required by him are listed on a special form, a copy of which is
given to him, while the original is filed in the tool room. These
lists are checked from time to time and in event he leaves the
service the tools must be returned, also tool checks and a clearance
obtained from tool room before time will be given.
Our rule is that all tools must be returned to the tool room
each night unless ordered held on job by gang foreman and
notice given to tool room, which is recorded.
Tools are classified and arranged in sections. Each section
has a separate check board listing all tools therein and a tool
tender for each section, who is held responsible for all tools in
his care. In case a tool is lost, damaged, worn out or broken, a
clearance card must be filled out and properly signed by gang
foreman, department foreman and tool foreman before it will
be accepted by window tender and check released.
A night man regularly oils all pneumatic tools and cleans air
hammers by washing them out in a coal oil batri every night.
He also makes up a list of all checks shown on check board each
night and, after cheeking off the numbers of men who have been
allowed to hold tools out, makes up a list which is sent to gang
foreman on the following morning. If the same number appears
the following night, it is then reported direct to the department
head and business picks up for all concerned.
This system has been in force for over a year and is followed
up to the letter, with highly beneficial results.
The success so far attained is due to the hearty and untiring
cooperation of a progressive shop superintendent, general foreman
and general inspector of tools.
WESTINGHOUSE ELECTRIC VETERANS ORGANIZE.
On Saturday evening, February 21, the employees of the
Westinghouse Electric & Mfg. Co. who have been in its employ
for a period of twenty years or more, held a meeting and
organized the Veteran Employees' Association of the Westing-
house Electric & Mfg. Co. A regular business meeting was
held to formulate the organization and a set of by-laws were
adopted, and officers were elected for the ensuing year.
Following a dinner, an interesting program was carried out,
consisting of speeches and vaudeville. The toastmaster was
L. A. Osborne, vice president of the Electric Company.
A striking fact was the youthful appearance of these so-
called veterans, as the majority of the crowd appeared to be
men in the prime of life. About 325 employees of the Elec-
tric Company are eligible to membership, and approximately
315 of these were present at this meeting. Nor were all these
of the male sex, as there was also one woman present, she
being a forelady in the retail division of the shop.
The speakers were: E. M. Herr, president; Chas. A. Terry,
vice president, and Jas. J. Barrett, representing the shop.
98
RAILWAY MASTER MECHANIC
March, 1914
NEW DESIGN McKEEN MOTOR CARS, SUNSET-CENTRAL
LINES.
New model McKeen gasoline motor cars (Type "C") have
been built for and delivered to the Morgan's Louisiana &
Texas, Galveston, Harrisburg & San Antonio, and Houston &
Texas Central. One of the new cars and front truck are here-
with illustrated, from which it will be noted that the car body
is practically identical with the original design of the McKeen
standard car, the tri-unit of operation principle being: (1)
vehicle, car body; (2) prime mover, internal combustion en-
gine; and (3) mechanical transmission. With this mechanical
transmission, said to be of 96 per cent efficiency, a transfer to
the driving wheels of 96 out of every 100 H. P. of the crank
The chief features of the new power truck are:
Integral steel casting side frames.
M. C. B. wheels and axles.
New design driving box permitting its removal without
dropping the wheels.
Machinery and all moving parts enclosed in oil tight, dust-
proof, fcol proof casings and housings.
Crank shaft, cam shafts, bearings, rods, air pump, water
pump, etc., automatically lubricated by an improved circulat-
ing oiling system, in which the lubricant repeats its circuit
continuously, with minimum loss.
Manifold pipes, water jacketed by means of which the gases
are heated and equally distributed to the different cylinders.
McKeen Gasoline Motor Car (Improved Design), Sunset-Central Lines.
shaft renders improvement of transmission efficiency improb-
able.
While the latest model motor truck maintains the McKeen
standard motor car principles, the new design is the result of
nine years' experience in the manufacture of these cars and
combines the collective experience of fifty odd railroads using
this equipment. While the new car is of no greater efficiency
its up-keep and maintenance charges are materially reduced.
A seven-year-old car recently made the attractive record of
covering over 5,000 miles during the month, earning $117 per
day at a total operating charge of 14 cents per mile. The
gasoline engine is really a motor, entirely enclosed and prac-
tically fool proof; the machinery is self -lubricated, operates
automatically as far as practicable, the idea being to eliminate
almost entirely the personal equation in operation.
-
:
Increased water space around valves and cylinder heads to
permit of overloading the engine.
Valves of Tungsten steel.
Special design of triple piston ring.
New location of the throttle and spark levers rendering them
particularly convenient and within easy reach of the motorman.
New design of mechanical transmission: a multiple disc fric-
tion clutch which with the increased number of friction ele-
ments gives more positive action and greater efficiency, the
larger friction surface reduces the rate of wear and the life of
the clutch is obviously enormously prolonged.
Speed gears of transmission have been proportionately in-
creased in strength, the herringbone type gear is used instead
of the ordinary involute spur gear.
I
General specifications of the Sunset-Central cars are:
Engine, 200 H. P., McKeen standard, six cylinder, air-start-
ing and reversible.
Weight of car in working order, 78,000 lbs.
Length between pulling faces of couplers 72' — 3%"
Length over end sills 70' — 0"
Length of engine compartment 13' — S"
Length of baggage compartment 8' — 6"
Length of smoking compartment 16' — 4%"
Length of passenger compartment 28' — 0%"
Width inside. . . / 9'— 4%"
Width over 'side sills 9'— 8"
Width over sheathing _ 9'— 8%"
Width over all ' 10'— 2%"
Height, top of rail to top of car (light) 11'— 9-3/16"
Height, floor to ceiling at center of car 7' — 5%"
Seating capacity, passenger compartment, 54; smoking com-
partment, 29. Total, 83.
New Design of McKeen Standard Power Trucks.
The Railway Storekeepers' Association will hold its elev-
enth annual convention at the Hotel Raleigh, Washington, D. C,
on May 18, 19 and 20, 1914.
March, 1914
RAILWAY MASTER MECHANIC
99
BRAKE PERFORMANCE TESTS.*
By S. W. Dudley, Asst. Chf. Engr., Westinghouse Air Brake Co.
Bealizing the significance of the knowledge and experience
accumulated in recent years, the Pennsylvania Railroad, in
conjunction with the Westinghouse Air Brake Company, in-
stituted in the spring of 1913 the most scientific and compre-
hensive investigation of the different factors affecting the oper-
ation of brakes on steam railroad passenger trains that has
been undertaken since the Galton-Westinghouse trials of 1878
and 1879. In addition to an examination of the characteristics
of brake shoe friction throughout a wide range of laboratory
and operating conditions, the test included also a study of the
effect of various types of air brake mechanisms and foundation
In considering the improvements desirable in the above par-
ticulars four factors require special attention:
A. The characteristics of the mechanism available for con-
trolling the pressure of the compressed air in the brake cyl-
inders.
B. The efficiency of the mechanical transmission of the force
of compressed air developed in the brake cylinders, through the
rods and levers of the brake rigging to the brake shoes.
C. The efficiency of the brake shoe in transforming the
pressure imposed upon it into retarding force at the rim of the
wheel.
D. The available adhesion between the car wheels and the
rails.
HOSE AND COUPLING.
DUMMY COUPLING
1'
BRANCH PIPE TEE
ANGLE CCC*
PULL ROD
RESERVOIR HANGER
i
.0
CYLINDER LEVER
RESERVOIR HANGER
SUPPLY
APPl
EMER.
battery
CONOUCTOR$ VALVE.
HOSE AND COUPLING
DUMMY COUPLING
ANGLE COCK
WESTINGHOUSE UNIVERSAL COMMON
STANDARD ELECTRO-PNEUMATIC
EQUIPMENT-COMPLETE
EQUALIZING. QUICK ACHON. EMERGENCY ANO
MAGNET BRACKET PORTIONS
ONE BRAKE CYLINDER
functions OF Tvft LH EOulfEMtNT with lv« cC
T*».»L£ VALVES Asp ClLCTfiiC CONTROL Of SCHViCL
ANO fwtoCtxCT BRAKE OPERATIONS. tLCC'RlC
SCnv.ct AND (MEftCENCT CONTROL NORMALLY USEO.
»NruMATiC S(«viCE AlvO EWTRGEnCt CONTROL
AUTOMATIC ON ANV FAILURE Of ELECTRIC.
ellctric control causes o*t»*iiON Of eounLHiNtt
•E4TuA.ES S'UE AS IN fNEUMITiC CONTROL.
OUlC* ACTION AT ANY TIMC.
UNOESinCO OUiC< ACTION ELtMINATCQ
OU'CK action AUTOMAT c ON REDUCTION Of 8ft*'.i
»iF-E "HSSl/RC SClUvw PR(DE'IRMiw(0 »Ol«*T.
ANY f-ftfOCTCRMiNCO IN£AC>St IN EMCRCCNCT 0*1*
SERVICE MAXIMUM BAtAHiNC twt« uf TO iWZ.
P-OSHvt STABLE UmfOBM ANO IN CMCftCCNCT
INSTANTANEOUS APPLICATIONS.
POSITIVE SIMtmVt AND umrORM HfLCASC.
C*AOUA<EO S'ii»5i OR NOT ACCORDING TO
"HAND BRAKE ROO
"CJ)V- HAND*BRAKE LEVER '0»'tioh o» an. BU *T[D muui w.
FULCRUM,
LL3
=^\
TCUT OUT COCK.
i'CENTRIFUGAL DIRT COLLECTOR^
UNIVERSAL VALVE WITH THREE FACED PIPE BRACKET
QUICK ACTION AND EMERGENCY PORTION.
EQUALIZING PORTION
RESERVOIR HANGER
AUXILIARY
RESERVOIR.
| PIPE
•MAGNET BRACKET PORTION
BATTERY
3
The UC Equipment, Giving a Diagram of the Complete Electro-Pneumatic Brake.
brake rigging and different degrees of emergency braking
force.
The tests indicated the degree to which existing apparatus
was suited to existing conditions, the direction in which im-
provement was necessary and could be made, and the amount
of improvement actually accomplished. All of the information
is available in the official report of the tests compiled by the
test department of the Pennsylvania Railroad, copies of which
may be obtained from the Westinghouse Air Brake Company.
The limitations of the old brake apparatus are most marked
in the following particulars: In the length of emergency stops;
the uniformity of brake applications on different vehicles com-
prising the train; the safety and protective features demanded
by service conditions of great severity and complexity; the
flexibility and certainty in applying and releasing the brake
during service application; and the increased difficulty of keep-
ing the service and emergency functions separate, i. e., insur-
ing quick action when required on the one hand, and preventing
it, when not required on the other.
•Introduction and conclusions of a lengthy paper delivered before the
American Society of Mechanical Engineers on February 10, 1914.
The Galton-Westinghouse brake trials on the London, Brigh-
ton and South Coast Railway in England during 1878, con-
stituted the first scientific investigations of the action of brake
shoes in retarding the motion of railway vehicles. They
have occupied a unique position in the railway art, as the
classical and in fact, the only source of information regarding
the characteristics of brake shoe friction under certain typical
road service conditions.
But the conditions under which these experiments were con-
ducted represented an early state of the art when much lighter
cars, simpler mechanisms and lower braking pressures were
used than has been common practice in this country for many
years. In consequence of this, although the results of the ex-
periments remain conclusive and fundamental as to general
principles involved, they are far removed, in degree, from mod-
ern railroad train operating conditions.
The Lake Shore emergency brake tests of 1909, which ap-
pear in the Master Car Builders' Association Proceedings for
1910, directed special attention to the important influence
of the foundation brake rigging and brake shoe performance
as affecting the stopping of modern heavy rolling stock. These
100
RAILWAY MASTER MECHANIC
March, 1914
tests showed clearly the nece>sity for realizing, as nearly in-
stantaneously as possible, a retarding force as high as the
limitations of track and equipment would permit, if emergency
stops, especially at high speeds, were to be made in as short a
distance as desirable.
There are four factors which have a controlling influence
on the length of stop: (1) the maximum brake cylinder force:
(2) the time in which this is obtained: (3] the efficiency of
the foundation brake rigging in multiplying and transmitting
this force to the brake shoe; (4> the mean coefficient of brake
shoe friction.
The object of the Pennsylvania Kailroad tests of 1913 was to
make as thorough a study as might be found practicable of
the variables mentioned above and their effects, with particular
reference to:
A A determination of the maximum percentage of emer-
gency braking power which can be adopted, considering:
a The type of brake shoe to be used
b The type of brake rigging to be adopted
c The type of air brake mechanism and control to be
adopted
d The degree to which occasional wheel sliding is to be
permitted under unfavorable circumstances
e The variation in the condition of the rail surface for
which it is considered necessary to provide
B A comparison of the relative performance of the clasp
brake rigging (two shoes per wheel) and the standard brake
rigging (one shoe per wheel) with regard to:
a Maintenance of predetermined and desired piston travel
b Efficiency of transmission of forces
Effect upon wheel journals, bearings and trucks
d Mean coefficient of brake shoe friction for the standard
plain cast iron shoe
C A comparison of the performance of the improved air
brake mechanism | type UC ) with that of the commonly used
''high speed" (type PM ) brake equipment with regard to:
a Efficiency and effectiveness, as shown by the length of
service and emergency stops
b Safety and protective features
c Flexibility and certainty of response to any manipulation
of the engineer 's brake valve
d Uniformity of action of individual equipments associated
in the same train and of any individual equipment at
different times
e Smoothness of riding during stopping, slack action be-
tween car?, and the resulting shocks
f Capacity for future requirements
D The behavior of the brake shoes as the tests progressed
and any variation in the results of similar tests which could
not te accounted for by known changes independent of the
brake shoe. One type of brake shoe was to be used through-
out the range of the tests. Eelating to objects A, B and C, ad-
vantage was taken of this opportunity to establish as definitely
as possible the characteristics of this type of brake shoe under
the influence of various combinations of speed, pressure, time,
weather ami the conditions of the brake shoe.
E The coefficient of friction between the wheel and the rail
under varying weather conditions.
In addition to the investigations outlined in general above,
it developed during the tests thnt additional data were desired
regarding the performance of brake shoes under certain specific-
conditions. In consequence a series of experiments was carried
out at the laboratory of the American Brake Shoe and Foundry
Company, at Mahwah. X. J.
From the outset of the tests an endeavor was made to obtain
data and develop methods by which the performance (as to
stopping when placed in service) of any given air brake ap-
paratus and its related equipment, could be predetermined on
the basis of the observed action of the individual elements
which go to make up the whole.
It will be seen that the desirable stopping distance of 1300
feet may be obtained by improvement in some or all of the
controlling factors, namely, the type of air brake mechanism,
the foundation brake rigging, the nominal percentage of brak-
ing power, ami the type of and condition of the brake shoe.
Furthermore, a stop of 200 ft. or more shorter than this can be
obtained when all the elements having an influence on the
length of stop are disposed in the most favorable manner possi-
ble.
In proportion as the efficiency of any one or more of these
factors can be increased, that of the others can be correspond-
ingly reduced so that a lower maximum can be employed for
the remaining factors when circumstances render this desirable.
For example, the reduction in the time of action, secured by
the use of the electric control of the brakes, increases their ef-
fectiveness and makes a shorter stop possible, thus permitting
the use of braking power 30 per cent less than is required
with a less effective brake for the same stop.
T, he tests of the standard (type PM i air brake equipment
were planned to determine the characteristic performance of
this type of equipment throughout the range of service and
emergency operating conditions typical of the ordinary service
in which this equipment is in general use. Inasmuch as ex-
perience has snown that under the severe requirements of to-
day the type PM equipment lacks many of the features which
are necessary to obtain a desirable degree of stopping power
in emergency applications and prompt and certain response at
all times in ordinary service brake manipulation, one of the
objects of the tests scheduled for this type of equipment
was to bring out its limitations and serve as a standard of ref-
erence to measure the betterment made possible by the im-
proved features of the new air brake apparatus, the more
efficient design of foundation brake rigging and more satis-
factory brake shoe performance.
The special features of the improved air brake equipment
type UC) which received more or less attention during the
tests may be summarized as follows:
A The electro-pneumatic brake equipment is adapted to
meet any requirement, from that exemplified in the PM brake
equipment to the more exacting requirements of present con-
ditions, with a degree of efficiency as high as the existing
physical conditions will permit.
B Considering cylinder pressure alone the equipment may be
installed so as to produce any desired pressure, either in service
or in emergency.
C The gain by use of the electric control, in addition to
the pneumatic, is the elimination of the time required for the
pneumatic transmission of the action of the brake from car to
car and in addition the elimination of shocks and uncomforta-
ble surging which results from the non-simultaneous applica-
tion of the brakes on all cars.
It is apparent that the gain from the electro-pneumatic
control is not so much in the shortening of the stop, particu-
larly in emergency, as it is in the increased flexibility and
certainty of control of the brake and the assurance that modern
long heavy trains can be handled smoothly and accurately.
D The troubles anil inconveniences due to brakes failing to
release, as well as the undesired application of brakes due to
unavoidable fluctuations of brake pipe pressure when running
over the road, are eliminated.
E An adequate supply of air is available at all times.
F The emergency braking power is available at any time,
even after a full service application of the brake, since it is
impossible for the engineman to use up the reserve emergency
pressure without making an emergency application.
G The equipment is adaptable to all weights of cars and to
any desired percentage of braking power. Two brake equip-
ments for heavy cars are not necessary nor are two service
brak* 5 cylinders required, except for cars weighing more than
the limit of the service capacity of one brake cylinder. Pro-
vision is made for using one brake cylinder up to the maximum
percentage of emergency braking power which it can provide,
March, 1914
RAILWAY MASTER MECHANIC
101
and for using two cylinders when a higher emergency braking
power is desired. "When using one brake cylinder, the maxi-
mum service pressure is controlled by means of a safety valve.
"When two cylinders are used, equalizing pressure from 110 lb.
brake pipe pressure is utilized for the service brake (instead
of blowing the air away at a reducing valve) and another
brake cylinder is used for the additional power required in
emergency applications. The use of one or two cylinders is
optional, depending upon the amount of braking power to be
employed.
Duplicate tests were made with the clasp brake rigging, two
shoes per wheel, for every test made with the standard brake
rigging, one shoe per wheel, in order to bring out the advan-
tages of the clasp brake in the following desirable features:
(A) constant piston travel for all cylinder pressures; (B)
smoothness of action during stopping; (C) greater certainty of
obtaining and maintaining the predetermined braking force
contemplated in the design of the air brake equipment and
foundation brake rigging; (D) less displacement of journals,
bearings and trucks, tending toward greater mechanical effi-
ciency and less cost of maintenance; (E) a coefficient of fric-
tion equal to or greater than that with the single shoe brake
with less wear of brake shoe metal and lower wheel and brake
shoe temperatures.
The original plan contemplated two 12 ear trains of stand
ard P-70 cars. These cars have 4-wheel trucks with one 16-in.
brake cylinder per car. One train was equipped with the clasp
type of brake rigging (two shoes per wheel) and the other with
the type of standard brake rigging (one shoe per wheel) exist-
ing on these cars since they were built, but modified by in-
creasing the strength of the members to be suitable for 180 per
cent braking power which necessitated lowering the brake
shoes lVs i n - below their former position and by anchoring the
truck dead lever to the car body, instead of to the truck.
In order to obtain the best data possible, instruments were
devised for taking records of the friction of the rail, wheel
sliding, retardation of the train, and slack action between care
as well as for a number of minor observations.
The test train was 1040 ft. long, consisting of a Pacific type
locomotive and tender of the P. B. R. K2s class, weighing in
working order about 200 tons, and 12 P-70 steel passenger cars
averaging about 61 tons each.
The ET air brake equipment was used without any modifi-
cation on the locomotive, except that in some tests an aux-
iliary device was used which increased the braking power
obtained during the early portion of the stop.
All tests were made under road service conditions, except
where otherwise noted, the air brake regulating devices on the
locomotive and cars being adjusted as follows:
Pump governor, low-pressure head 130 lb. Maximum pres-
sure head 140 lb.
Feed valve, 110 lb.
ET distributing valve safety valve, 68 lb.
The cars were equipped with 1he present standard air brake
apparatus (PM) and with the improved type of air brake
equipment (UC), these installations being so arranged that a
complete change from the standard equipment (PM) to the
new equipment (UC) having PM features only or the complete
pneumatic features of the new equipment or to the new equip-
ment with complete electrical control could be quickly made.
The standard plain cast-iron brake shoe was used in most
of the tests. In several tests flanged, slotted and half area
shoes were employed. Special care was taken to insure uni-
formity in quality and the condition of all shoes at the be-
ginning and during the progress of the tests.
The high-speed reducing valves of the PM equipment were
adjusted to open at 62 lb. brake cylinder pressure.
The standing piston travel was adjusted before each run to
6!/4 in. with a full service brake application.
The apparatus on the locomotive consisted of the usual
gages which indicated main reservoir, brake pipe, and brake
cylinder pressure, and iu addition a brake cylinder indica-
tor was used on the tender brake cylinder and served to meas-
ure the pressure in all of the brake cylinders of the locomo-
tive and tender, viz., one engine truck, two driver brakes, one
trailer truck and one tender brake cylinder. A voltmeter,
calibrated in m.p.h. was connected to a generator, belt-drivea
from the right front engine tiuck wheel, and served as a
guide to the engineman in obtaining the desired speed.
A device for recording automatically the distance traveled
by the train beyond the point of brake application was driven
from the left engine truck wheel and was used in connection
with the wheel sliding indicators on the cars.
Devices similar to those used in former brake tests were
employed to operate the track circuit breakers and to automat-
ically apply the brakes at the zero circuit breaker.
On the locomotive, observations were taken of the time of
stop and the main reservoir and brake pipe pressure, the
tender piston travel and the amount of coal and water on
the tender.
Each car was furnished with a brake cylinder indicator
and a wheel sliding indicator, with the necessary wiring and
connections.
A chronograph, recording the distance of stop, time of stop,
deceleration of train, the brake cylinder pressure and the brake
pipe pressure, was located on car six. In connection with this
chronograph a record was made of the action of the brake shoes
with respect to sparking.
Indicators for measuring the slack action between the cars
were used at different points in the train.
Specially designed apparatus was used to measure the pres-
sure delivered to the brake shoes during some of the tests
the object of which was to determine the efficiency of the brake
rising.
Telephones were located in the first, third, sixth, ninth and
twelfth cars and greatly facilitated the issuing of instruct
tions.
The- tests were made on the south bound track of the At-
lantic City division of the W. J. & S. E. R. The portion of the
track over which the braking was done was level, and part
of a tangent about 25 miles long terminating at Absecon
Station. A slight descending (0.3 per cent) grade approach-
ing the measured test track was in favor of the train at-
taining speed. The point at which the brakes were applied
w r as 2880 ft. north of mile post 9.
The track for a distance of 5000 ft. south of the zero point
was wired for circuit breakers, which were placed at intervals
of 25 ft. up to 1200 ft. from the zero point, and at inter-
vals of 50 ft. from there on to the 5000 ft. point. Preceding the
zero point, eight circuit breakers were located, 66 ft. apart
from which the initial speed of train (speed at the trip) was
determined.
A cabin, located near the zero circuit breaker, contained
the clock and chronograph from which in connection with the
track circuit breakers, the speed of the train before and during
the stop was obtained.
After each test measurements were taken of the total length
of the stop, and also the running piston travel on each car.
Of the devices used on the track, the only one which re-
quires special mention is the rail friction machine. This ma-
chine measured the force required to move or keep moving
a block of tire steel resting upon the rail. The pressure of this
block on the rail could be varied by means of weights of 20,
40, 60, 80 and 100 lb. Eeadings were taken with each of these
weights and the coefficient of rail friction recorded was de-
rived from the average of the five readings.
"When making a test run the engineman endeavored to reach
a speed slightly above that desired, just before entering the
measured track. The throttle was closed just before reach-
ing the circuit breakers preceding the zero point, no change
being made in the position of the reverse lever. The train then
drifted over the circuit breakers preceding the zero point
102
RAILWAY MASTER MECHANIC
March, 1914
at which point the brake was automatically applied by the trip
mechanism. At the instant the brake pipe exhaust started
at the trip, the brake valve handle was moved to emergency
position for all emergency tests and to lap position for all ser-
vice application stops. When the engine and ears were to be
stopped separately (breakaway tests), the same procedure as
above was followed, except that the coupling pin between the
engine and tender was pulled out as soon as possible after
steam was shut off. This permitted the engine to pull away
from the train as soon as the brake application was made,
providing the retardation of the cars was higher than that
of the locomotive.
However, the engine did not always separate from the
train when making stops with low breaking powers on the
cars. On this account it was decided to use steam on the
locomotive in such tests as soon as the coupling pin was
pulled out, so as to get the locomotive away from the ears
and permit the cars to stop without any possible interference
on the part of the locomotive, the stop of the locomotive in
such cases being disregarded. For such stops the flexible
wiper and the tripping mechanism were on the first car in-
stead of the locomotive.
In all 691 tests were made, at Absecon, covering a period
of time from February 10 to May 22, 1913. The average
day "s work consisted in making from 10 to 12 runs. A max-
imum of 22 tests were made in one day.
. CONCLUSIONS.
In service applications with the improved (UC) equipment
a greater flexibility of operation is provided. That is, the
braking power per pound of brake pipe reduction is lower, thus
giving the engineer a greater time in which to use judgment
when manipulating the brakes. At the same time, however, the
maximum braking power obtainable in a full service appli-
cation is higher.
A more sensitive and prompt release of the brakes is in-
sured, tending to improve the releasing action of all brakes
in the same train of mixed old and new equipments.
The action of the old and the new equipments mixed in the
same train is harmonious and free from rough slack action
or shocks both in service and emergency operation.
The UC equipment is adaptable to any weight of car and may
be installed to furnish any desired nominal per cent of brak-
ing power.
With the new equipment operating electrically or pneumati-
cally, there is always available a quick acting and fully effec-
tive emergency brake. This is not the case with the old equip-
ment, in which the relation of the service and emergency func-
tions is such that a quick action application could not be
obtained after a service application of any consequence. The
following average results indicate the degree to which this
difference has an effect on the length of stop. Considering
the ordinary full service stop from 60 miles per hour with both
brakes (say 2000 or 2200 ft.) as 100%, the attempt to make
an emergency application with the old equipment does not
produce any shorter stop than if only a full service applica-
tion were made. With the improved apparatus operating
pneumatically, an emergency application following a partial
service application will shorten the stop about 14% and after a
full service application about 10%.
With the electro-pneumatic brake these figures are respect-
ively 23% and 15 TV.
An electrically controlled brake application has been recog-
nized as ideal ever since the report to this effect presented by
the Master Car Builders' Committee in charge of the famous
Burlington Freight Brake Trials 1886 and 1887, for the reason
that thereby the time element in starting the application of
the brakes on various cars in the train is eliminated, a corre-
spondingly shorter stop made, and the possibility of shocks at
any speeds removed. With the new brake apparatus the ef-
fectiveness of the pneumatic emergency application is so con-
siderably increased that the saving in time due to electric con-
trol has proportionately less influence on the length of stop,
but its effect in eliminating serial action and consequently the
possibility of shocks due to brake application is of correspond-
ingly greater importance.
The graduated release feature of the improved brake appar-
atus permits stops to be made shorter, smoother and with a
greater economy in time and compressed air consumption.
The new apparatus can be applied to give only the equiv-
alent of the old standard apparatus if desired but in such a
form the complete new apparatus can then be built up by the
addition of unit portions to the simplest form of the mechanism.
The electro-pneumatic brake acts as an automatic telltale in
cases of malicious or accidental closing of an angle cock
after the train is charged by permitting all the brakes to
apply, it being thereafter impossible to release the brakes be-
hind the closed cock until the cock is opened.
The PM equipment will start to apply on a brake pipe re-
duction of 2 lb. A 4-lb. brake pipe reduction is required to
start an application with the UC equipment, thereby preventing
undue sensitiveness to application on slight, unavoidable fluc-
tuations in brake pipe pressure. As a bona fide service re-
duction of more than 4 lb. continues, the rate of attainment of
braking power is the same as if no stability feature had ex-
isted.
The attainment of full service braking power on the entire
train with the UC equipment operating pneumatically was 16
seconds, 33% longer than with the PM equipment because of
the smaller size reservoirs used for greater flexibility.
Full service braking power was obtained in nine seconds
with the electro-pneumatic brake but without sacrificing de-
sirable flexibility because of the increased sensitiveness of
control when operating the brakes electrically.
The time of transmission of serial quick action through the
brake pipe is practically the same with UC and PM equip-
ments.
The time to obtain full emergency braking power with the
PM equipment on the entire train was 8 seconds; with the UC
equipment operating pneumatically 3.5 seconds or 56% shorter;
with the electro-pneumatic equipment 2.25 seconds or 72%
shorter.
The gain in emergency stopping power of the electric pneu-
matic equipment over the PM equipment results from: (a) the
shorter time occupied in applying the brakes; (b) a higher
brake cylinder pressure obtained; (c) the holding of the pres-
sure as obtained, without blow-down, as with the high-speed
reducing valve of the PM equipment.
Designating the time of equivalent instantaneous applica-
tion of retarding force by t, and the braking power, correspond-
ing to the brake cylinder pressure obtained, by P, the values of
t for emergency applications with the PM equipment 12 car
train range from 2 to 2.5 seconds, for the UC pneumatic from
2 to 2.5 and for the electro-pneumatic from 0.7 to .85 seconds.
The observed average value of P, with the PM equipment
(for a nominal 113% braking power on the cars) ranges from
95% to 100%. With the UC pneumatic equipment and electro-
pneumatic equipment nominal emergency braking powers of 90,
125, 150 and 180% were used, which, due to locomotive effect,
become for the complete train 90%, 117%, 137% and 160%
respectively.
With the electro-pneumatic brake a uniform increase in per
cent of braking power results in a substantially uniform de-
crease in length of train stop. An increase of 5% in braking
power reduces the length of stop about 2% within the range
of braking powers tested.
The available rail adhesion varies through the wide limits,
e.g., from 15% in the case of a frosty rail early in the morning
to 30% for a clean, dry rail at mid-day.
The amount of wheel sliding depends more on the rail and
weather conditions than on the per cent braking power. Some
sliding was experienced with braking powers as low as 90%
and 113% where rail conditions were unfavorable, but 180%
March, 1914
RAILWAY MASTER MECHANIC
103
braking power did not cause wheel sliding with good rail con-
ditions.
The effect of excessive wheel sliding was to make the length
of the stop about 12% greater than similar stops without wheel
sliding.
A braking power low enough to eliminate the possibility of
wheel sliding on a bad rail results in longer stops than coulu
be considered satisfactory for general service. Since good rail
conditions prevail a large part of the time, the preferable
emergency graking power is that which, considering the in-
stallation conditions, will stop trains at all times in as short
a distance as can be accomplished without trouble from wheel
sliding in such cases as are to be anticipated when emergency
stops have to be made under unfavorable rail conditions. Advan-
tage might be taken of this fact to use a higher braking power
in summer than could be used in the winter with the same de-
gree of freedom from objectionable wheel sliding.
The amount of wheel flattening when sliding occurs depends
upon the weight upon the wheels, the materials in the wheels
and rails, and the condition of the rail surface. The rail sur-
face may be such that relatively long slides will produce but
small flat spots, or, conversely short slides may produce flat
spots of a size requiring prompt attention.
When the UC equipment is used on the cars an arrangement
giving a high emergency braking power on the locomotive,
with a blow-down feature, has advantages as follows:
(a) Shocks between locomotive and cars practically elim-
inated.
(b) Shorter stops
(c) No more wheel sliding than to be expected with the
present installation of ET equipment.
An efficient design of brake rigging must be produced before
the advantages of improved air brakes or brake shoes can be
fully utilized.
The use of the clasp type of brake rigging eliminates un-
balanced braking forces on the wheels and so avoids the un-
desirable and troublesome journal and truck reactions that come
from the use of heavy braking pressures on but one side of the
wheel. This has an important effect not only on freedom from
journal troubles but also in enabling the wheel to follow
freely vertical inequalities of the track.
The clasp brake also improves the brake shoe condition ma-
terially, both as to wear and variability of performance.
Although the clasp brake rigging will produce better stops
than a single shoe brake rigging equally well designed (other
conditions being equal), its advantage in this direction is of
less importance than in the improved truck, journal and shoe
conditions mentioned above.
The tests indicated that at least 85% transmission efficiency
could be obtained with either single shoe or clasp brake
rigging.
The following features were observed to be of importance
if maximum overall brake rigging efficiency is to be secured:
(a) .Protection against accidents that may result from parts
of rigging dropping on the track.
(b) Maximum efficiency of brake rigging at all times to
insure the desired stopping with a minimum per cent of brak-
ing power.
(c) Uniform distribution of brake force, in relation to
weight braked, on all wheels.
(d) With a given nominal per cent braking power, the ac-
tual braking power to remain constant throughout the life of
the brake shoes and wheels.
(e) Piston travel to be as near constant as practicable under
all conditions of cylinder pressure.
(f) Minimum expense of maintenance and running repairs
of brake rigging between the stopping of cars.
The brake shoe bearing was the most difficult factor to con-
trol and at the same time the most potent in producing varia-
tions in brake performance.
The tests established the possibility of a variation of 15%
to 20% in length of stops from 60 m.p.h. with all factors except
brake shoe condition remaining substantially constant. Con-
tinued stopping with moderate braking pressures produced a
constantly improving brake shoe condition and shorter stops.
This is evidence that with reasonable attention to brake shoe
maintenance the condition of the shoes on cars in ordinary road
service is likely to be more favorable to making short emer-
gency stops than during a series of tests in which the brake
shoes are worked severely.
The difference in the efficiency of the clasp and single shoe
rigging may offset the gain which might be expected from dif-
ference in coefficient of friction and vice versa. Consequently
as neither of these factors could be observed uninfluenced by
the other, a satisfactory comparison of the mean coefficient
of friction under different rigging conditions or of different
types of rigging or air brake apparatus under variable shoe
conditions in road tests, is impossible.
High braking powers from high initial speeds result in a
great heating of the working surface of the shoe and a rapid
abrasion. This effect is most marked under severe braking
conditions such as obtained when heavy cars equipped with one
brake shoe per wheel are stopped.
Shoes of the same type and hardness had a high rate of wear
per unit of energy absorbed when a low coefficient of friction
was developed, and, conversely, a lower rate of wear when a
higher coefficient of friction was developed.
Both the road and the laboratory tests confirmed previous
tests and conclusions from analysis that the temperature of
the working metal is the determining influence in coefficient of
brake shoe friction. The other factors that may be involved
become effective chiefly as they affect the change of tempera-
ture of the working metal.
The general performance of the shoes as observed during the
road tests formed the basis of the program established for lab-
oratory tests, which resulted in the following deductions:
a The generation of the retarding forces and consequent
absorption of the energy of the moving train is dependent upon
but a very small quantity of brake shoe metal.
b The actual bearing area rather than the total face area of
the shoe is the important factor in brake shoe performance,
c The magnitude of the bearing area changes throughout the
stop and is greatest near the end of the stop.
d The bearing area shifts continuously from one portion of
the rurface to another during the stop.
e The principal factor in producing high friction for any
given braking condition is the frequent shifting of the bearing
area from the heated to the cooler spots over the face of the
shoe.
f Slotted shoes or shoes that are cracked are more flexible
than solid shoes and the bearing area shifts more readily than
in the case of solid shoes.
g With shoes of the same type and approximately the same
hardness, the wear per unit of work done is less with the
slotted shoe than with the solid shoe. The stops with slotted
shoes were always shorter and the mean coefficient of friction
higher than with solid shoes.
h The shifting of the bearing area will tend to be more rapid
if the size provides more available area for shoe bearing.
i The greater the pressure per square inch of bearing area,
the lower will be the mean coefficient of friction.
j Flanged shoes provide more available area for bearing than
unflanged shoes.
k The use of two shoes instead of one per wheel will result
in a higher coefficient of friction and less wear per unit of
work done.
1 A comparison of the values of mean coefficient of friction
for standard and for clasp brake conditions indicates a decided
advantage for the clasp brake throughout the entire range of
braking powers. The gain in favor of the clasp brake with
slotted shoes amounts to about 40%, at a braking power of
104
RAILWAY MASTER MECHANIC
March, 1914
180%, and 100%, at a braking power of 40% , an average gain
for the whole range of braking powers of about 70%.
m From a brake shoe standpoint the advantage of using two
shoes instead of one shoe per wheel may be summed up as
follows:—
First. The clasp brake shoe is associated with but one-half
the wheel load and consequently has but one-half as much
energy to absorb.
Second: The clasp brake shoe is working at only one-half
the shoe pressure at which the standard shoe must work under
the same braking power.
Third: The availabls work area for the same amount of
energy to be absorbed is double.
A possible source of disadvantage when using two shoes per
wheel is that a warped or poorly bearing shoe is subjected to
less pressure tending to force it into a good contact with the
wheel. For tl>is reason though the available shoe area is
doubled when using clasp brakes the actual amount of working
metal throughout the stop may be less than with a single shoe,
which is less capable of resisting the tendency of the heavier
pressure to cause a better fit of shoe to wheel.
This, and an especially good shoe condition due to previous
moderate pressure tests in each case, is an explanation why
three of the 60 m.p.h. 150% B.P. electro-pneumatic stops with
the single shoe train were shorter by 50 ft. than the best stops
of either of the first or second clasp brake trains.
On the other hand the disadvantage and greater variability
of the single shoe brake is evidenced in the fact that under the
same conditions as cited above two stops with this train were
longer than the longest stops without material wheel sliding
made with either of the two clasp brake trains.
With plain solid shoes the durability will be increased 41.1%
solid shoe; 158% more stops to wear out the flanged slotted
than the plain slotted shoe, and 171% more stops to wear out
the flanged slotted than the plain solid shoe.
For "any given braking condition with cast-iron brake shoes
the indications are that the best relation will exist between
shoe wear and mean coefficient of friction when the Brinell
hardness of the cast iron is about 190.
Machine and road t^sts show a difference in stopping dis-
tance for the same type of shoe under the same braking condi-
tions.
The effect of the difference in wheel surface conditions is
one of the leading factors which go to make up the difference
between machine and road tests. The difference in braking
performance can be established anej the factor expressing this
difference be applied to laboratory results to predict the per-
formance of a car or train.
The stops and observed performance of the air brake, brake
rigging and brake shoe are in agreement with the relation
generally assumed to exist between the speed and other varia-
bles mentioned and resultant length of stop.
REAMER FOR TRUING UP AIR PUMP STOP BOSSES.
By F. W. Bentley, Jr.
The faces of stop bosses regulating the lift of the lower dis-
charge and receiving valves of the Westinghouse 9M>" pump are
in a short time hollowed by the action of the valve. It is not
an uncommon occurrence to discover an air cylinder on which
these bosses have been pounded or worn in to a depth of -fe of
an inch.
The insertion of a new valve consequently possessing a per-
fectly true boss face necessitates the truing up of the stop face
r/G. /.
NH
Per Inch
JAM
Knur/ed
i2T/?ds
., Per locA
<3
Reamer for Air Pump Stop Bosses.
BONNET
riG.4-.
tr- One Tooth
£fca Milled to
i Clean Center.
under clasp brake conditions as compared with that under
single shoe conditions.
With plain slotted shoes the durability will be increased
33.5% under clasp brake conditions as compared with that
under single shoe conditions.
The superior durability of the plain slotted shoe as compared
with the plain solid amounts to 11.7'; under single shoe brake
conditions and 5.9% under clasp brake conditions.
The wear of the flanged solid shoes per unit of work done is
19% less than for plain solid shoes, and for flanged slotted 26%
less than for plain slotted shoes, or 30% less than plain solid
shoes.
The wear of plain slotted shoes per unit of work done is
5.4' ', less than the wear of plain solid shoes, and the wear of
the flanged slotted is 13.2% less than the wear of flanged solid
shoes.
For the same amount of work done flanged solid cost 16%
less than plain solid shoes, and flanged slotted cost 23' - less
than plain slotted, or 27% less than plain solid shoes.
Approximately 135% more stops will be required to wear out
the flanged solid than will be required to wear out the plain
in the pump. The rounding or curved nature of the hollow
renders it impossible for the valve lift to be perfect otherwise,
as the result would be as shown in Fig. 1, unless the rim of the
valve's boss were rounded off, and this is neither expedient nor
workmanlike.
The accompanying sketch is descriptive of a simple reamer for
use in truing up the faces of the stop bosses, which are a part of
the air cylinder casting. Its use leaves a perfectly flat face and
makes it possible to secure an accurate and correct lift of the
air valves, which it is needless to say is one of the most impor-
tant points in the repair of the pump.
TO DO PROPER WORK a man must have perfect control of
the tools with which that work is to be done — and in this con-
nection the word tools is used in its very broadest sense. But
no man can properly control tools until he has learned to con-
trol himself. Think what would happen if a railway man lost
his head — lost control of himself — in an emergency. Self-
control is a habit. Any habit can be acquired. This is one
habit that will be of value. Cultivate it. — Brill Magazine.
March, 1914
RAILWAY MASTER MECHANIC
105
Pacific and Mountain Locomotives, C. R. I. & P. Ry.
Eecent developments in railroad transportation have demon-
strated that the most efficient way to handle heavy traffic
is with powerful locomotives and large train loads. Powerful
operating units, having demonstrated their ability to reduce
operating costs in freight service, have attracted the atten-
tion of motive power officials to their heavy passenger service.
Eemarkable reductions in operating; costs have been ac-
quired by the Rock Island Lines by the adoption of heavy
Mikado locomotives. This policy was the direct cause of
putting into passenger service, thirty large and powerful Pacific
type locomotives and two of the heaviest Mountain type locomo-
tives ever built, which have recently been delivered to the Rock
Island Lines by the American Locomotive Company.
The Pacific type engines are operating at present between
the following points:
Rock Island, 111., to Valley Jet., la. — Maximum grade per
mile 58 ft.
Valley Jet., la., to Council Bluffs, la. — Maximum grade per
mile 69 ft.
Phillipsburg, Kan., to Goodland, Kan. — Maximum grade per
mile 53 ft.
Goodland, Kan., to Limon, Colo. — Maximum grade per mile
53 ft.
Rock Island, 111., to Trenton, Mo. — Maximum grade per mile
79 ft.
Herington to Liberal, Kan/ — Maximum grade per mile 42 ft.
Liberal, Kan., to Tucumcari, N. M. — Maximum grade per mile
53 ft.
From Phillipsburgh, Kan., to Limon, Colo., is a constant
up-hill pull 247 miles long. The ruling grades are 53 feet
to the mile.
Several test trains were run to determine the capacity of
these Pacific type locomotives. The following tables show the
results as compared with the carded time of several trains:
IOWA DIVISION. WESTBOUND AND EASTBOUND
Between Davenport and Valley Junction, la.
Distance, 178.9 miles. Maximum grade, 58 ft. per mile
Carded Time Actual Tests
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Act. running time, hrs. '& min. ... 5:10 4:34 4:47 4:47 5:07 4:4!)
Number of stops 10 4 4 4 12 8
Avg. schedule speed, M.P.H 31.7 37.3 35.4 32.1 29.2 31.7
Avg. running speed, M.P.H 34.2 39.3 37.8 37.0 35.2 37.3
Number of cars 11 8 B 12 13 13
Avg. Wt. of car in tons 62.0 65.6 63.5 75.0 58.0 03.3
Train tonnage
(Exclusive of lading) 082 525 SOS 900 755 827
Between Valley Junction, la., and Council Bluffs, la.
Distance, 130.0 miles. Maximum grade, 09 ft. per mile
Carded Time Actual Tests
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Act. running time, hrs. & min.. 3:47 3:27 3:33 3:24 3:43 3:37 3:28
Number of stops 3 1 1 3 5 3 2
Avg. schedule speed, M.P.H.... 34.0 38.7 37.0 37.4 34.1 33.0 37.2
Avg. running speed, M.P.H 30.0 39.0 38.4 40.2 30.7 37.8 39.3
Number of cars 11 8 8 12 15 13 13
Avg. Wt. of car in tons 02.0 05.0 03.5 75.0 57.5 03.3 00.0
Train tonnage
(Exclusive of lading) 082 525 508 900 805 824 781
COLORADO DIVISION. WESTBOUND
Between Phillipsburg, Kan., and Goodland, Kan.
Distance, 139.9 miles. Maximum grade, 53 ft. per mile
Carded Time Actual Tests
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Act. running time, hrs. & min. .. . 4:04 3:09 3:40 3:42 3:54 3:52
Number of stops 2 1 - 4 7 4
Avg. schedule speed, M.P.H 32.9 43.0 35.9 28.0 33.3 33.7
Avg. running speed, M.P.H 34.3 44.4 38.0 37.8 35.8 36.2
Number of cars 10 8 12 14 15 15
Avg. Wt. of car in tons 02.0 65.6 75.0 53.6 50.3 58.0
Train tonnage
(Exclusive of lading) 020 525 900 750 844 870
Between Goodland, Kan., and Limon, Cclo.
Distance, 107.1 miles. Maximum grade, 53 ft. per mile
Carded Time Actual Tests
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H H H Eh H H
Act. running time, hrs. & min.... 3:25 2:40 3:10 241 3-12 2-56
Number of stops l i i \ 5 5
Avg. schedule speed, M.P.H 30.5 38.9 32.4 34.8 31.0 25.5
Avg. running speed, M.P.H 31.4 40.1 33.8 39.9 33.4 30 5
Number of cars 10 8 12 14 15 15
Avg. Wt. of car in tons 02.0 05.0 75.0 53.0 50.3 58.0
Train tonnage
(Exclusive of lading) G20 525 900 750 844 870
MISSOURI DIVISION, WESTBOUND
Davenport to Eldon Eldon to Trenton
Distance 111.0 miles Distance 121.5 miles
Carded Actual Carded Actual
Time Test Time Test
Train 1 Test 16 Train 1 il )s<»x
Act. running time, hrs. & min 2:40 2:40 3:08 319
Number of stops 4 3 '3
Avg. schedule speed, M.P.H 38.2 38.5 30 5 34 •>
Avg. running speed 41. 8 41.8 38.8 30 4
Number of cars 14 g J4
Avg. wt. of car in tons 65.0 00.0 65.0 06
Train tonnage (Exclusive of lading) . .390 933 390 933
No difficulty was experienced in maintaining full boiler
pressure at all times. The locomotives steamed very freely
and very little black smoke was emitted at the stack. The
maximum cut-off was 16 inches, and the locomotives were
worked there only for short distances, nearing the apex of
severe hills. Except for forward hard pulls the locomotives
were generally worked at 6 to 8 inch cut-off. The handling
of air was satisfactory, no discomforture being experienced
by passengers in rear cars of these long trains from this cause.
While no extensive tests have been conducted to determine
economy on fuel and water of the new Pacifies it was the
opinion of the engine crews on these heavy trains that there
was no increase over the older Pacific types.
Were it not for their introduction on this line at this time
it would have been necessary to either double-head or operate
in two sections.
By the introduction of the Mountain type locomotives the
Rock Island has been enabled to consolidate the Chicago and
St. Louis sections of one of the Colorado trains between
Phillipsburgh and Limon. This has effected a saving of 180,310
passenger train miles per annum.
At present these combined trains consist of 10 to 13 cars,
which can be satisfactorily handled by the new Pacifies, ex-
cept in extreme weather. Therefore, there has been no oppor-
tunity as yet to test the mountain type to its full capacity.
However, it is anticipated that they will handle 1,000 tons
in 16 cars on the carded time of these combined trains with-
out difficulty. The combined train, under normal conditions,
will be 15 and 16 cars, largely steel equipment, which the
mountain type locomotives will ably handle over the 247 mile
1 per cent grade constant up-hill pull westbound from Phillips-
burgh to Limon. Westbound this combined train has 9 sched-
uled stops and 20 flag stops between these two points, which
make the Mountain type more efficient than the new Pacific
type on account of their greater starting effort.
In general construction the designs embody the latest ap-
proved practice and follow the standards of the builders.
Each design is equipped with a super heater, brick arch, screw
reverse gear, extended piston rods, long main driving boxes,
Woodard engine truck, speed recorder, Baker valve gear,
Chambers throttle, the Mudge-Slater smokebox arrangement
and vanadium cast-steel frames. The Mountain type is also
equipped with the Foulder main rod, and engine and tender
were arranged so that the Street stoker could be applied later
if desired.
These designs are the product of the long experience of the
American Locomotive Company in the development of power-
ful locomotives. The application of this experience to the
railroad's specific requirements was directed by the officials
106
RAILWAY MASTER MECHANIC
March, 1914
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March, 1914
RAILWAY MASTER MECHANIC
107
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108
RAILWAY MASTER MECHANIC
March, 1914
Pacific Type Locomotive for the Rock Island.
of the motive power department, to whose valuable co-opera-
tion in the preparation of the designs the success of the loco-
motives is largely due. They furnish another striking example
of reduced operating costs which have been obtained by com-
bining fuel saving devices and improved designing in a larger
and more powerful operating unit.
The tables contain the principal dimensions of these two
types of locomotives:
Pacific
4'-sy 2 "
25y 2 "x28"
Piston, 14" diam.
40260 lbs.
4.34
Gauge
Cylinders
Valves
Tractive power
Factor of adhesion
Mountain
4'-8y 2 "
28"x28"
Piston, 16" diam.
50000 lbs.
4.50
Boiler —
Type
Diameter
Working pressure
Fuel
Staying
Extended Wagon-top
76%"
190 lbs.
Soft coal
Radial
Wagon-top
78"
185 lbs.
Soft coal
Radial
Number
Length
Heating Surface —
Fire box
Tubes & Flues
Arch tubes
Total
Superheating surface
Grate area
Driving Wheels —
Diameter, outside
Diameter, center
Journals, main
Journals, other
Wheel Base —
Driving
Rigid
Total engine
Total engine & tender
Weight —
In working order
5%", 34; 2%", 195 5%", 36; 2y 4 ", 207
20'-0" 22'-0"
212.8 sq. ft.
3259.4 sq. ft.
25.4 sq. ft.
3497.6 sq. ft.
805 sq. ft.
63.0 sq. ft.
73"
66"
ll"x22"
10y 2 "xl3"
13'-0"
13'-6"
33'-10"
G5'-H4"
281,500 lbs.
287 sq. ft.
3805 sq. ft.
25 sq. ft.
4117 sq. ft.
944 sq. ft.
62.7 sq. ft.
69"
62"
11M>"x22"
Jl"xl3"
lS'-O"
18'-0"
3S'-11"
70'-2y 4 "
333,000 lbs.
Mountain Type Locomotive for the Rock Island.
Fire Box —
Length
Width
Thickness of sheets, sides
Thickness of sheets, back
Thickness of sheets, crown
Thickness of sheets, tube
Water Space —
Front
Sides
Back
Tubes-
Material
Diameter
Thickness
108"
10S"
84"
84"
%"
sides
:; n"
%"
back
w
%"
crown
%"
K/ rr
tube
%"
6"
6"
5"
5"
5"
5"
Seamless steel
Seamless steel
5y 2 " & 2i/i"
sy 2 "
& 2V4"
5Mj", 0.150"
sy 2 "
0.150"
214", 0.135"
2%"
0.135"
On driving wheels
On trailers
On engine truck
Total engine & tender
Tender-
Wheels, number
Wheels, diameter
Journals
Tank capacity
Fuel capacity
174,500
lbs.
54,000
lbs.
53,000
lbs.
440,300
lbs.
8
34"
6"
xll"
8,500
gals.
14
tons
224,000
lbs.
51,500
lbs.
57,500
lbs.
490,500
lbs.
8
33"
6"xll"
8,500 gals.
14
tons
THE LOCOMOTIVE PUBLISHING CO., 3 Amen Corner, Lon-
don E. C, England, has published a souvenir containing twelve
illustrations of locomotives used on various Canadian railways.
The illustrations are of large size and on high grade paper, the
whole booklet making a very pleasing appearance.
March, 1914
RAILWAY MASTER MECHANIC
109
STRUCTURAL STEEL TRUCKS, CANADIAN PACIFIC RY.
By R. W. Burnett, G. M. C. B., Canadian Pacific Ry.
On account of the faults common to all composite passenger
trucks which cause unsatisfactory service and expense in main-
tenance, a design of a structural steel truck was prepared by
the .Canadian Pacific Railway about three years ago, with a
view of overcoming these defects.
All-metal trucks of cast steel construction have been used
quite extensively during the past few years and have proven
quite satisfactory. The first cost of the east steel truck is con-
siderably in excess of the composite trucks used heretofore.
The structural steel truck is considered equal to the cast steel
and is somewhat cheaper in the first cost and is also much
easier and cheaper to repair, as in case of any breakage, due to
accident or unusual conditions, it is only necessary to replace the
damaged part, whereas with the cast steel truck, in cases of
breakage it is necessary to replace the entire truck frame.
In all attempts at designing a truck in the past, the side sill
has been kept above the equalizer, while it has been necessary
to keep the transoms down to clear center sills, draft rigging,
brake gear, etc., making the use of an offset connection between
transoms and side sill necessary. On this truck, the side sills
are made of two channels with flanges together, the flanges
being cut away to let the equalizers come up inside of the
housing thus formed. The cutting away of the flanges is com-
pensated for by the extension of the wing on the pedestal plate.
The housing of the equalizer inside of the side sill makes it
possible to drop the side sill so that it is flush with the tran-
soms, doing away with the offset connection which has been
used heretofore, and permitting the use of flat gusset plates
above and below side sills and transoms, greatly increasing the
strength and giving more room for inspection.
The principal trouble with the composite trucks is the many
parts bolted together requiring constant attention, the frequent
renewal of wooden parts that is necessary, and the wear of the
different members.
A composite truck made new, of the strongest design, will
warp before being placed in service, so that the pedestals are
not plumb on the boxes, and after a year's service the pedestals
are spread all distances up to 2 inches. This built-up truck is
made perfectly square and plumb and remains so. It has been
noted that it requires less than one-half the power to move this
truck than is required to move a composite truck on account
of the composite truck getting out of square.
On this truck it has been found that there is strength to spare
without end sills, which also allows the side sills to be made
shorter, which gives better clearance at the steps and makes
inspection of trucks, platforms, and draft gear easier. This
strength is secured by the strength of the side sill and the
clever arrangement of gusset plates. The brakes are iuside
Four Wheel, Structural Steel Truck, C. P. R.
hung instead of outside hung, as with the ordinary six wheel
truck it gives a more effective brake, also greatly reduces the
tendency to tilt and surge, and leaves the ends free for inspec-
tion and free for any axle lighting system.
The frequent breakage and rapid wear of cast iron pedestals
is an old story. Experience with cast steel pedestals has shown
that they not only wear out rapidly, but soon cut through the
sides of the journal boxes.
The built-up pedestal on this truck has a chilled iron filler
rivetted between the two plates. Experience has shown that
in two years there is no appreciable wear and that the journal
boxes are not injured.
The cast iron pedestals do not add strength to the truck but
the plate pedestal can be extended to act as a reinforcement,
giving increased strength with reduction of weight.
ft was thought, when these pedestals were designed, that as
a matter of course they would bend in case of wreck, but in
wrecks that would have broken cast iron pedestals, these ped-
Four Wheel, Structural Steel Truck, C. P. R.
110
RAILWAY MASTER MECHANIC
March, 1914
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March, 1914
RAILWAY MASTER MECHANIC
HI
Six Wheel, Structural Steel Passenger Truck, Canadian Pacific Ry.
estals have always brought the car home. In manufacturing,
these pedestals are punched out, leaving about &" inside of the
jaw to be milled out. About twenty are milled at one time.
They are drilled on a jig and are perfectly interchangeable.
The time honored pedestal strap, which required so much
attention in inspection and repairs and caused so much annoy-
ance when changing wheels, is not needed on these trucks on
account of the strength of the side sill and pedestal. A small
bar is pivoted on one arm of the back member of the pedestal
and fastened to the other arm by a key bolt applied to pre-
vent the box leaving pedestal if truck is jacked up or car is
derailed. The brake rigging being on top of the axles, there
are no nuts and only two cotters to remove to change any pair
of wheels.
Instead of the short jointed truck hangers ordinarily used,
long hangers are used, the hangers on the four wheel truck
being pivoted on top of the gusset plate while on the six wheel
truck they are pivoted under the gusset plate.
The truck hangers and brake hanger pivots are bars of rolled
steel cut to length without a head which avoids heat treat-
ment. They are carried in a casting, one end of which is open.
A cotter is placed through the casting in front of the pin
while the other end of the casting has a small hole for the
insertion of a drift to remove the pin. The long truck hanger
is cheaper to manufacture, easier to inspect and gives an easier
riding truck.
Six Wheel, Structural Steel Passenger Truck, C. P. R.
It will be noted that the brake beam release springs on the
truck have been done away with. It is considered that they
have always been a detriment on account of it being impossible
to keep them properly adjusted, the result being that the
springs adjusted the strongest, pull the opposite brake beam
against the wheel, doing the reverse from what they were in-
tended. The release of the slack is taken care of by coil springs
on the body.
It will be noted that these trucks are made almost entirely
of rolled shapes and flat plates with practically no forging or
pressing, which reduces the manufacture to almost a question
of shearing, drilling, punching and riveting. These trucks are
running under more than 700 cars and have been in service
long enough to absolutely prove that there is no trouble from
rivets and that the cost of repairs is reduced to a question of
changing wheels and brake shoes, and lubrication. These trucks
were designed by R. W. Burnett, general master car builder.
Some of their main points of advantage are:
Reduced weight. End clearance.
Increased strength. Cheapness of manufacture.
Ease of inspection. Low cost of maintenance.
Inside hung brakes, making trucks easier riding, easier to
inspect, and easier to apply any axle lighting system.
Chilled iron wearing parts of pedestal, reducing wear on both
pedestals and journal box.
Wrought pedestals, being stronger in themselves and adding
strength to truck sides.
Only two cotters to remove to change any pair of wheels.
INTERNATIONAL CORRESPONDENCE SCHOOLS.
All classes of railway employes are taking advantage of I. C. S.
scholarships to increase their efficiency or secure promotion. Be-
low is noted the occupations of railway employes, enrolled from
June, 1913, to January, 1914, inclusive:
Firemen 827
Engineers 198
Helpers 175
Apprentices 143
Wipers 132
Repairers 104
Laborers 104
Inspectors 102
Machinists 89
Clerks 70
Brakemen 59
Boilermakers 51
Air brake men 48
Foremen 40
Carpenters 33
Handy men 30
Hostlers 27
Blacksmiths 26
Telegraph operators .... 25
Watchmen 24
Pipe fitters 23
Painters 23
Cleaners 22
Shopmen 18
Roundhouse men 16
Electricians 16
Stationary engineers .... 15
Storekeepers 15
Oilers • 14
Conductors 13
Callers 12
Motormen 12
Section men 12
Drill press men 12
Chainmen 11
Tinsmiths 11
Agents 10
Baggagemen 9
Linemen 9
Flagmen 8
Rodmen 8
Canemen 7
Engine dispatchers 6
Fire builders 6
Switchmen 6
Timekeepers 6
6
6
Transitmen
Yar dm asters
Ash pit men 5
Boiler washers 5
Checkers 5
Messengers 5
Pumpmen 4
Signalmen 4
Supplymen 4
Bolt cutters
Fitters
Switch tenders . . .
Towermen
Rivet heaters ....
Master Mechanics.
Bridgemen
Gas men
3
3
3
3
3
3
2
2
Lamp tenders 2
Patternmakers 2
Toolroom boys 2
Trackmen
Packers
Asst. master mechanic.
Cook
Draftsman
Headlightman
Plumber
Tankman
Trainmaster . .
Water service .
Batteryman . . .
Fire dept. man.
2
2
1
1
1
1
1
1
1
1
1
1
112
RAILWAY MASTER MECHANIC
March, 1914
CENTER PLATE OILER.
By H. C. Stevens, M. M., D. & R. G. R. R., Alamosa, Colo.
There is no doubt but friction in center plates causes many
derailments, records of which bear the explanation, "no
cause,*' and such excuses in time become very wearisome to
every one concerned. Since inaugurating the practice of oiling
center plates a noticeable improvement has been effected in
keeping our freight ear trucks on the rails, and I attribute it
to the oiling of the center plates. We use a cheap grade of
summer black oil costing 11 cents per gallon, and *4 oz. is suffi-
cient for a narrow gauge center plate.
When the oiling began, a helper was detailed to go over the
yard oiling all center plates. The long spout oiler used was
wasteful of oil, and the most serious objection to that method
of oiling was the danger to the oiler, as he was compelled to go
under the narrow gauge cars to get at the center plate.
An average of thirty cars oiled to the gallon was about the
best we could do with the long spout oiler. With the plain
center plate oiler shown in the photographic illustration we
increased the number of cars to sixty cars per gallon, or a little
over 14 gill per center plate.
A half gallon can with the valve arrangement attached to
four foot pipe is light enough to be handled with ease, and
reduces the time of oiling more than three-fourths, and also
prevents the man having to expose himself to danger, as all
center plates can be oiled with the right amount of oil from
outside the trucks.
The plain oiler was such a success as to warrant making
it with the graduating arrangement, as we handle both nar-
row gauge and standard gauge cars, and some of the narrow
gauge cars do not require as much oil as the standard.
The Canadian government has ordered railways to equip their
locomotives with airtight double windows in front of the the
cabs from Xov. 1 to April 30. The order was issued at the
request of the Brotherhood of Locomotive Engineers and the
Brotherhood of Firemen. It is understood American lines will
be asked to follow suit.
Center Plate Oiler with View of Nozzle.
i^A \ £'—+
Knurled
Qauge Barrel
G
Ball Free
Nozzle
^Discharge Yalre and Spring
1—
Details of Discharge Valve, Center Plate Oiler.
March, 1914
RAILWAY MASTER MECHANIC
113
Electrification of the Butte, Anaconda & Pacific Ry.
The Butte, Anaconda & Pacific Railway is, in many ways, the
most remarkable example of steam road electrification in this
country. Besides being the first 2,400 volt direct current road,
it is also credited with being the first steam road operating
both freight and passenger schedules, to electrify its lines pure-
ly for reasons of economy. A number of steam railway elec-
trifications have been made because of pre-emptory factors,
made up for transportation to the smelters at Anaconda. The
main line division extends through a rough mountainous coun-
try, a distance of about twenty miles, with grades as high as
0.3 per cent.
At East Anaconda, the main line trains are broken up and
hauled up Smelter Hill to the stock bins, where each car is run
over the scales and weighed. The shifting of cars in connec-
Map of Electrified Section of the Butte, Anaconda <£. Pacific Ry.
such as terminal and tunnel operation or for rapid suburban
service. This road, however, cannot be closed as an "enforced
electrification, " since no such special limitations have been the
determining factors.
The first electric locomotives were put in service May 28,
1913, hauling ore cars between the East Anaconda yards and
the smelter. During the first seven months of service, they
made approximately 201,000 miles and hauled about 2,365,000
tons of ore.
The steam locomotive crews consisting of engineman and
fireman easily acquired proficiency in handling the electric
locomotives; in fact, two or three days' instruction from a
competent electrical man were ordinarily sufficient. The
change from steam to electric haulage was made without any
change in the personnel of the train crews and without any
delays or alterations in the schedule. The engineers, without
exception, have expressed themselves as being greatly pleased
with the easy operation of the locomotives.
The electrified lines of this system extend from the Butte
Hill yard to the smelter, a distance of thirty-two miles. There
are numerous sidings, yards, and smelter tracks that have been
equipped with overhead trolley, making a total of about ninety-
five miles on a single track basis.
The Butte, Anaconda & Pacific is essentially an ore hauling
road, the freight traffic from this source originating at the
copper mines located near the top of Butte Hill. From the
mines, the ore trains are lowered down the mountain a distance
of 4% miles to the Rocker Yards located a few miles west of
the city of Butte. At this point, new main line trains are
tion with weighing and subsequent delivery to the concentra-
tors is done by single locomotives.
The eastbour.d traffic consists in returning empty ears to the
mines and the transportation of copper ingot to the Butte
yards, where it is shipped over other roads to refineries.
Between the cities of Butte and Anaconda, which are located
at the ends of the electrified portion of the system, there is
considerable local traffic, both passenger and freight. The city
of Butte and vicinity has a population of about 65,000, and
Anaconda about 10,000. At Butte, the Butte, Anaconda &
Pacific connects with the Great Northern, the Northern Pacific,
and the Chicago, Milwaukee & St. Paul; and at Silver Bow,
about six miles from the city, connection is made with the
Oregon Short Line.
For a distance of sixteen miles, the Butte, Anaconda & Pa-
cific is paralleled by the transcontinental lines of the Northern
Pacific, and the Chicago, Milwaukee & St. Paul. The last
named company has already contracted for power for the oper-
ation of electric trains from Harlowton, Montana, to Avery,
Idaho, a distance of 440 miles.
The maximum curvature on the system (20 degrees, 285-foot
radius) occurs on the Butte Hill line. On this part of the road,
there is an average curvature of 6 to 10 degrees. The locomo-
tives are designed with sufficient flexibility to take a curve of
31 degrees (180-foot radius) at slow speed.
TEMN' SERVICE.
The freight traffic consists largely of copper ore and amounts
to more than 5,000,000 tons per year. This material is handled
114
RAILWAY MASTER MECHANIC
March, 1914
Overhead Construction in Switching.
Interior of Generator Room in the Rainbow Station of the Great Falls Power Co., Containing Six 6.000-H. P. Units.
~1
Two Unit Electric Locomotive Hauling Freight Train.
March, 1914
RAILWAY MASTER MECHANIC
115
in steel ore cars weighing about eighteen tons and having a
capacity of fifty tons each. Trains of thirty loaded cars weigh-
ing 2,000 tons are made up at the Butte Hill yards and hauled
by two-unit locomotives to the Eocker yards, where 4,000-ton
trains are made up for the main line. At the East Anaconda
yards, the trains are again broken up and 1,400-ton trains are
sent up Smelter Hill to the 'ore bins. All of the shifting and
"spotting cars," at the smelters and in the sorting yards, is
done by single locomotive units.
Eight passenger trains per day are operated between Butte
and Anaconda, four in each direction. The main line trains
were first hauled by electric locomotives on October 1, 1913,
and promptly demonstrated their ability to make better time
than was possible with steam engines. Single locomotives are
used, hauling trains of from three to five passenger and bag-
gage cars.
POWER SUPPLY.
Energy for the operation of electric trains is purchased from
the Great Falls Power Company. The generating plant is lo-
cated at Great Falls, Mont., on the Missouri river, and has for
some time been supplying electric power for the operation of
the mines and smelters at Butte and Anaconda. Six hydro-
electric units are installed, having a nominal rated capacity of
21,000 kw. The machines are of the horizontal type, generat-
ing 6,600 volts, 3 phase, at a frequency of 60 cycles. The power
is stepped up to 102,000 volts for transmission to the trans-
former substation at Butte, a distance of 130 miles, over two
separate parallel lines constructed on the same right-of-way.
An extension of the system transmits power at 60,000 volts to
a second transformer station at Anaconda, twenty-five miles
farther on.
The Butte station forms the center of the extensive power
system operated by the Montana Power Company. Besides the
Great Falls 102,000 volt transmission lines, there are several
60,000 volt transmissions terminating at this point, which form
a part of the Montana Power Company's system. These lines
bring in power from the Hauser Lake, Canyon Ferry, Madison
and Big Hole plants. At the Butte substation, this power is
stepped down to 2,400 volts, 3 phase, and all of these lines are
tied in on the 2,400 volt A. C. bus. Ample protection is there-
fore afforded from interruption of service.
It is an interesting fact that the railway load was taken on
without any increase in the high tension transmission facili-
ties. It is estimated that the additional load from this source
is approximately 20 per cent of the railway, industrial and
lighting load furnished by the street railways, mines, and
smelters at Butte and Anaconda.
RAILWAY SUBSTATIONS.
The two existing substations at Butte and Anaconda were
used to house the 2,400 volt motor motor-generator sets re-
quired for operating the electric trains, so that no additional
buildings were constructed for this purpose. Power is fur-
nished by two 1,000 kw., 3-unit motor-generator sets in each
substation, taking power from the 2,400 volt A. C. buses. These
units operate continuously twenty-four hours per day, seven
days of the week, to supply the necessary current for train
operation. Each set consists of a 3-phase, 60 cycle, 1,450 kv-a.,
720 rpm., synchronous motor direct connected to two 500 kw.,
1,200 volt generators, insulated to operate in series for 2,400
volts. The generators are compound wound and have both
commutating poles and compensating pole face windings. These
fields are connected on the grounded side of the armature, and
the main fields are separately excited from 125 volt exciters.
The 1,200 volt generators are provided with heat proof insu-
lation and, owing to their unusually good commutating char-
acteristics, will carry three times normal load for periods of
five minutes, as well as the usual 50 per cent, overload for two
hours.
An automatic voltage regulator is used to maintain an ap-
proximately constant voltage at the terminals of the m»tor by
power factor regulation. The motors are protected against
overload by inverse time limit relays, which are set to open at
four times normal load. These relays have been adjusted to
open under sustained overload in about two seconds and upon
«hort circuit their action is practically instantaneous.
EXCITERS.
Excitation for the two generating units in each substation is
obtained from two induction motor driven sets, rated 50 kw.
each at 125 volts. One set is used for supplying current to the
synchronous motor fields and is controlled by the automatic
voltage regulator. The second unit supplies current to the
separately excited fields of the direct current generators.
SWITCHBOARDS.
The 2,400 volt switchboards for controlling these sets are the
first direct current boards to be constructed for this high volt-
age. In general, they are similar to the standard 600 volt types
with increased insulation and special provision for interrupting
the 2,400 volt current. The circuit breakers and switches are
also arranged for remote control, and all apparatus on the pan-
els is provided with ample insulation to insure safety to opera-
tors.
The 2,400 volt circuit breakers and switches are installed on
separate panels above and back of the main panels, and are
operated by connecting rods from handles mounted on the
front of the main switchboard. These handles are similar in
appearance; and to avoid confusion, the circuit breaker han-
dles are inverted. The breakers are equipped with special
magnetic blowouts and arc chutes, and provision is also made
for automatically inserting a high resistance in the generator
field at the same instant the main circuit breakers open, thus
reducing the generator voltage
The alternating current switchboard contains two panels for
controlling the synchronous motors by means of remote control,
solenoid operated oil switches; two panels for the motor fields,
and a panel for the automatic voltage regulator. These panels
also contain other necessary instruments, including frequency
and synchronism indicators, ammeters, wattmeters and relays.
OVERHEAD CONSTRUCTION.
The overhead construction for this system was especially
designed to give the flexibility necessary for satisfactory oper-
ation of the pantograph trolleys used on the locomotives. The
4/0 grooved copper trolley used over all tracks is supported by
an eleven point catenary suspension from a stranded steel
messenger cable. Both side bracket and cross span construc-
tion are used as required by the local conditions. There is a
large amount of special work on account of the many yards
and sidings, and in one case twelve tracks are spanned. The
cross span construction used at this point is supported by a
third pole between the eighth and ninth tracks. The hanger
used on the straight line construction is a rolled steel strap
looped over the messenger wire. This loop is closed at the car
and the wire is clamped in place by a single bolt. Special
pulloffs are used to increase the flexibility of the suspension.
The section breakers were designed for the 2,400 volt service,
and at six points insulated crossings are necessary at the in-
tersection of the 2,400 volt trolley with the 600 volt trolley of
the city system. On the main line a very simple section insu-
lator is used. This consists of paralleling the trolley wires
from the ends of each section at a suitable distance for insula-
tion so that the pantograph bridges the two circuits for a short
distance, thus avoiding interruption of the power supply to the
locomotive. The construction in the yards and sidings is sim-
plified by paralleling the trolley from the side tracks for a
short distance along the main line. This avoids the use of
switch plates or similar devices. At some of these junction
points the pantograph engages as many as six trolley wires.
The overhead lines are protected from lightning by 2,400 volt
D. C. typeME arresters installed on poles at intervals of one-
third of a mile the entire length of the system.
116
RAILWAY MASTER MECHANIC
March, 1914
Single Unit Electric Locomotive and Passenger Train at the Butte Station.
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March, 1914
RAILWAY MASTER MECHANIC
117
FEEDERS.
The 4/0 trolley is reinforced between the substations with
two 500,000 cm. bare copper cables tapped to the trolley at
intervals of 1,000 feet. A 4/0 negative return wire is also
installed between Rocker and East Anaconda. This wire is
carried on the trolley poles and is connected to the cross bonds
at intervals of 1,000 feet. The rails are connected by 4/0
bonds at every joint. The substations are normally connected
together by these feeders, allowing an interchange of current.
In emergency either station can supply current to the entire
system.
LOCOMOTIVES.
The locomotive equipment consists of seventeen 80-ton units,
fifteen for the freight and two for passenger service. The
freight locomotives are geared for slow speed and are operated
in pairs for the main line service. The maximum free-running
speed is 35 m.p.h.
The two passenger locomotives are of the same construction
as the freight units, but are geared for a maximum free-run-
ning speed of 55 m.p.h. A speed of 45 m.p.h. is made with
three passenger coaches on straight level track.
The continuous tractive effort of a single 80-toD freight loco-
motive is 25,000 lbs. at fifteen miles per hour. The maximum
tractive effort for a period of five minutes is 48,000 lbs. based
on a tractive co-efficient of 30 per cent.
Those locomotives arc of the articulated double truck ty\x:
with all the weight on drivers. The cab contains an engineer 's
compartment at each end and a central compartment for con-
trol apparatus. This cab is of the box type extending the
entire length of the locomotive and is provided with botli
end and side doors. The entire weight of the locomotive is
carried on semi-elliptic springs suitably equalized.
The central channels forming a part of the underframe are
enclosed and are utilized as a distributing air duct for the
forced ventilation of the motors. The air is conducted througli
the center pins, which are hollow, into the truck transoms and
thence to the motors. The engineer's compartment at either
end of the cab contains the operator 's seat, controller, air
brake valves, bell and whistle ropes, ammeter, air gauges, Sand-
ers and other control apparatus within immediate reach of the
engineer.
The contactors, reverser and rheostats, which are located in
the central portion of the cab, are mounted in two banks run-
ning lengthwise of the compartment and are conveniently ar-
ranged for cleaning, inspection and repair. All apparatus and
circuits carrying 2,400 volts thoroughly protected from acci-
dental contact.
The motors are of the GE-229-A commutating pole type,
wound for 1,200 volts and insulated for 2,400 volts. This
motor was designed for locomotive service and is provided with
forced ventilation. The method of ventilation is similar to
the well-known ventilated motors, but the volume of air cir-
culated is increased by the use of an auxiliary blower mounted
on an .extension of the dynamotor shaft. The gear reduction
on the freight locomotive is 4.84 and on the passenger locomo-
tive 3.2. The double unit, 160-ton locomotive is capable of
giving a continuous sustained output of 2,100 h. p. The mo-
tors are connected to the driving wheels by twin gears similar
to those used on the Detroit River tunnel, Baltimore & Ohio,
and the Great Northern locomotives.
The control equipment is Sprague-General Electric Type M,
multiple unit, operating the four motors in series and in series-
parallel. Two 1,200 volt motors are permanently connected
in series. The controller provides ten steps in series and nine
in series-parallel. The transition between series and series-
parallel is effected without opening the motor circuit, and there
is no appreciable reduction in tractive effort during the change.
The transfer of circuits at this point is made by a special
change-over switch, which is operated electro-pneumatically.
The 2,400 volt contactors are operated from the 600 volt con-
trol circuit, and are specially constructed to separate the 2,400
volt part from the coils and interlocks which carry the 600
volt current. The necessary insulation is obtained by large
clearances and by the use of porcelain and mica insulation.
The armature is connected to the contact lever by a wooden
rod. The contacts, magnetic blowout and arc chutes are also
especially designed to rupture the 2,400 volt are.
Current is collected by overhead roller pantographs, pneu-
matically operated and controlled from either engineer's com-
partment by an air valve. A 2,4o0 volt insulated bus line runs
along the center of the cab roof. These bus lines are connected
together by couplers between the two freight units, so that
current may be obtained from either one or two collectors.
The air brakes are the combined straight and automatic type;
and the compressor is of the CP-26, 600 volt type, having a
piston displacement of 100 cu. ft. of air per minute when pump-
ing against a tank pressure of 135 pounds. Radiating pipes
are provided on the roof of the cab for reducing the tempera-
ture of the compressed air before it reaches the high-pressure
cylinder.
For operating the control equipment and air compressor and
for lighting the locomotive and cars, 600 volt current is sup-
plied from the 2,400/600 volt dynamotor installed on each loco-
motive. This machine is similar in construction to the 1,200/
600 volt dynamotor installed on each locomotive. This machine
is similar in construction to the 1,200/600 volt dynamotor, hav-
ing two distinct sets of armature coils wound on the same core
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US
RAILWAY MASTER MECHANIC
March, 1914
and brought out to a commutator at each end. One of these
windings is designed for 1,S00 volts and the other for 600 volts,
the two commutators being connected in series across the 2,400
volt circuit. The load current is taken from the 600 volt com-
mutator.
The mechanical load furnished by the direct connected blow-
er supplies sufficient current in the series field windings to pro-
vide for the necessary excitation, so that no shunt windings
are required. The blower which supplies ventilating air to the
motors consists of a multivane fan mounted on an extension
of the dynamotor shaft. It has a capacity of 7,200 cu. ft. per
minute at four inches pressure.
LOCOMOTIVE DATA.
The principal data and dimensions applying to the locomo-
tives are the following:
Length inside of knuckles 37 ft. 4 in.
Length over cab 31 ft.
Height over cab 12 ft. 10 in.
Height with trolley down 15 ft. 6 in.
Width over all 10 ft.
Total wheel base 26 ft.
Eigid wheel base 8 ft. 8 in.
Track gauge 4 ft. 8% in.
Total weight 160,000 lbs.
"Weight per axle 40,000 lbs.
Wheels, steel tired 46 in.
Journals 6x13 in.
Gears, forged rims, freight locomotives 87 teeth
Gears, forged rims, passenger locomotives 80 teeth
Pinions, forged, freight locomotives 18 teeth
Pinions, forged, passenger locomotives 25 teeth
Tractive effort at 30 per cent coefficient 48,000 lbs.
Tractive effort at one hour rating 30,000 lbs.
Tractive effort at continuous rating 25,000 lbs.
The locomotives have been maintained by the regular shop
force with the assistance of one man experienced in electrical
apparatus.
LIGHTING THE PASSENGER COACHES.
Standard 600 volt lighting fixtures will be used on the cars,
and each passenger and baggage coach will be wired for five
groups of five lamps in series. The lights in each car will be
controlled by a suitable master switch and fuse with snap
switches in the individual circuits. Thirty-six watt railway
type Mazda lamps are used, giving about 26 c.p. at 110 volts
per lamp. Lighting current will be taken from a 600 volt
train line bus, which is connected to the dynamotor on the
locomotives.
ELECTRIC HOT AIR SYSTEM.
All of the passenger and baggage cars now used between
Butte and Anaconda will be heated as well as lighted by elec-
tricity as soon as the equipment can be installed. The cars
will be heated from a single heating unit installed underneath
the car floor and supplied from a 2,400 volt bus connected
directly to the 2,400 volt bus on the locomotive. This unit
will have a maximum capacity of 25 kw., and will be used to
heat the air which is distributed to different parts of the car
by means of a small motor driven blower. Cool air will be
drawn into the insulated case enclosing the heating units from
some point on the roof of the car. After passing over the
heating coils the air will be carried through ducts under the
floor of the car to radiators placed between alternate seats.
The blower has a capacity of from 500 to 1.000 cu. ft. of air
per minute, and the motor is connected in series with the heat-
ing units.
In order to increase the range of the heating equipment to
meet the requirements of varying temperatures, provision is
made for connecting the coils to give a total consumption of
10, 15, 17.5, or 25 kw. The temperature of the car is regulated
at all times by a thermostat.
All apparatus for the electrification of this road was fur-
nished by the General Electric Company of Schenectady, N. Y.
PYROMETER FOR SUPERHEATER LOCOMOTIVES.
The Locomotive Superheater Co. has issued a bulletin de-
scribing a pyrometer developed tor use with superheater loco-
motives. A book of instructions for the use of those installing
and operating the pyrometers has also been printed and dis-
tributed. Both bulletin and instruction book are copyrighted
by the Superheater Co. An extract of the bulletin appears by
permission, below:
Recognizing the need of an indicator whereby the engineer
could, at all times, be informed as to the temperature of the steam
in the steam chest attempts were made to find a suitable pyrome-
ter for this purpose. Several instruments of both the pressure and
electrical types were tested and found to be unsuited to the
severe conditions under which they would have to operate. In
order to get a satisfactory instrument for this purpose it was
necessary to develop one that would meet the requirements
established by the service in which it must operate.
The conditions to be met with were those of excessive vibra-
tion, varying temperatures and atmospheric conditions, as well
as the rough handling to which devices on locomotives are sub-
ject. To meet these conditions required a delicacy of adjust-
ment and freedom of operation, combined with increased sizes
of parts and durability of construction.
The instrument which has been produced and found satis-
factory is of the electrical type, consisting of thermo couples,
constructed and arranged in accordance with the Bristol sys-
tem; the cold end located in the boiler, in the saturated steam,
and the hot end in the steam chest, directly in the flow of the
superheated steam, electrically connected to an indicator of the
millivolt meter type, located on the gauge bracket in the cab.
The ends of the couples are so located that a variation of
Showing Construction of Electro-Thermo Couple and Fitting.
March, 1914
RAILWAY MASTER MECHANIC
119
the outside temperatures has practically no effect upon them.
The cold end of the couple, placed in the boiler, in the satu-
rated steam, is subject to x>nly the slight variation in tempera-
ture due to the variation of the steam pressure, which does not
<vary more than a few pounds when the locomotive is in opera-
tion. The hot end of the couple, placed in the steam chest, in
the flow of superheated steam, is subjected to a range of tem-
peratures from that of saturated steam to about 650 degrees.
The difference in electromotive force generated by the hot and
•cold ends of the couples is read directly in degrees Fahrenheit
on the dial in the cab.
The thermo couples are properly protected against damage
and deterioration by suitable fittings of bronze and cast iron,
which are screwed into the steam chest and the boiler shell.
They are carefully insulated from contact with the boiler shell
or the steam chest and are suitably packed to prevent the
leakage of steam around them. These fittings are made in such
a manner as to completely protect the connection of the elec-
trical leads to the couples, at the same time providing easy
access for maintenance.
the throttle closed, there is, of course, no superheat being
obtained, and the indicating hand of the pyrometer instrument
in the cab is located at the left hand side of the dial, reading
between 350 and 390 degrees, assuming that the boiler pressure
carried is 200 pounds or less.
As the throttle is opened and the engine starts to work,
steam from the boiler passes through the superheater pipes and
the superheating process begins. As the engine starts, the
pointer will move from left to right on the scale, showing an
increased temperature in the steam chest and as the engine is
worked harder the superheat added to the steam increases
until, under average conditions, the indicator registers between
600 and 650 degrees.
If the pyrometer fails to operate in this manner it shows
that either the locomotive is not being operated to produce the
best results or that it has not received the proper attention at
the roundhouse, and some of the following conditions may be
looked for:
First — That the water in the boiler is being carried so high
that priming is taking place. The superheater, under this con-
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The electrical lead and extension between the couples and
the instrument are designed to provide flexibility and the least
amount of deterioration resulting from handling and bending.
They are insulated with an especially prepared composition,
which is affected by neither moisture nor temperature, and they
are finally enclosed within a flexible bronze armor which pre-
vents them from being bruised by substances falling on them.
The instrument itself is of the milli-volt meter, double-jew-
eled Weston type, the movement having been very carefully
designed from a standpoint of accuracy and lightness, in order
that it may be depended upon to register accurately the ex-
tremely low electromotive force, generated by the thermo cou-
ples. At the same time its construction is substantial enough
to withstand the vibration and the temperature conditions to
which it is subjected. The dial of instrument is graduated to
read directly in degrees Fahrenheit, and has a range of from
250 degrees to 750 degrees. The pointer and graduations are
•carefully selected with the purpose in view of making them
distinctly visible at all times, under the light conditions that
prevail in a locomotive cab.
The working parts of the instrument are enclosed in a dura-
ble cast iron case, so constructed as to be absolutely dust and
water proof, built to withstand the severe conditions of loco-
motive service. The covers of the case and the connection box
are held in place by screws, which are so arranged with a seal-
ing wire that they cannot be removed without breaking the
seal.
The electrical pyrometer or temperature indicator, as applied
to superheater locomotives, is a device which indicates the
actual temperature of the steam in the steam chest. Its pur-
pose is to assist engineers and firemen in obtaining the highest
•degree of 'efficiency in the operation of superheater locomotives.
When a superheater locomotive is standing ot drifting with
dition, is being used to evaporate the water and the heat which
should be superheating the steam is being used for this pur-
pose, a condition which will result in reducing the final tem-
perature of the steam.
Second — The fire may not be in proper condition, due to
heavy firing, or occurrence of holes in the fire, which, in either
case, results in a reduction of the firebox temperature and con-
sequently the final temperature of the steam.
Third — A portion or all of the superheater flues may be
stopped up.
Fourth — There may be leaks in the front end, which inter-
fere with the drafting of the locomotive, preventing the free
passage of the gases through the large flues containing the
superheater units, thus resulting in a drop in the final tem-
perature of the superheated steam.
Fifth — Failure of the damper to operate properly, which in-
terferes with the circulation of the gases through the flues and
results in a reduction of the superheat.
When the pyrometer reading does not show the proper tem- i
perature of superheated steam, the engine crew can immedi- j
ately adjust the height of the water, the condition of the fire,
and inspect the operation of the damper. If the indicator still
fails to show the proper amount of superheat, the condition
should be reported at the terminal at the end of the run.
The roundhouse forces may then investigate the condition of '
the flues and inspect the front end for steam leaks that may
occur there, as well as for the proper operation of the damper,
correcting any irregularities that may be found.
The March meeting and annual dinner of the Central Railway
Club was held at the Statler Hotel, corner of Swan and Wash-
ington streets, Buffalo, N. Y., on Thursday, March 12, 1914.
120
RAILWAY MASTER MECHANIC
March, 1914
SAFETY EXHIBIT CAR, N. Y. C. LINES.
The "Safety Exhibit Car" which has been ptit in service by
the safety department of the Xew York Central Lines, is the first
car of its kind to be put in use on any railroad. The car was
first opened at Grand Central Terminal on July 30, 1913, and is
one of the features of a systematic plan of educating employes
along the lines of safety that is being conducted by this railroad.
The car is being taken over all of the New York Central Lines,
and was equipped and put in commission primarily as an instruc-
tion car for the purpose of inculcating the doctrine of "Safety
First" in the minds of the employes. The car, however, contains
an exhibit that is interesting to the public.
The interior of the car is finished in white enamel. Along both
sides of the car is a shelf about three feet from the floor finished
in mahogany, which contains models of every kind of machine
used in the many shops on the system. The company requires
all machines to be properly guarded so as to prevent workmen
becoming caught in the various parts and injured. These models
show the proper manner of applying these guards. The models
of machines are perfect in detail and show at a glance how to
make the machines safe.
Along the side walls of the car above the models are several
rows of pictures, some of them showing machine guards, and
various safety appliances. These pictures are neatly framed and
form an interesting and instructive feature of the exhibit. On
one side of the car the picture space is devoted entirely to
unsafe practices, and there are about two hundred photographs
which explain graphically the common practices of railroad em-
ployes that cause accidents resulting in injuries to themselves
and others. Alongside of a picture showing the improper or
unsafe way of doing a certain kind of work, is another picture
showing the safe and proper way. Employes will be taken
through this car by an attendant and instructed in the matter of
safeguarding, not only themselves, but the public from injury.
One section of the picture gallery is devoted to the trespass
question and there are a number of pictures showing how persons
risk their lives needlessly trespassing on railroad property. Above
these trespass pictures is a statement calling attention to the fact
that more than ten thousand trespassers are killed and injured
annually on railroads in the United States.
At one end of the car is a stateroom and toilet for use of the
attendant who will accompany the car over the entire system of
the road. Attached to the Exhibit Car there will be a coach
which will be used as a lecture car. This car is equipped with a
stereopticon and illustrated lectures on safety will be given to
employes at various points.
One of the exhibits shows the dangers of certain classes of
work when performed without protection for the eyes. The Julius
King Optical Company, New York, has collected information
illustrating the necessity for eye protection and the results are
surprising to those who have not investigated. The goggles manu-
factured by this concern are used on the Xew York Central Lines,,
and are appreciated by the men. The glass is of a quality which
does not interfere with eyesight and the frames are made in
many adaptations.
The Xew York Central Lines have a department devoted en-
tirely to safety work and a systematic effort to bring about a
reduction of all classes of accidents has been made for some
time past. That the work is proving successful is indicated in
a statement appearing in a frame in the car, showing that on
the Xew York Central & Hudson River, and Lake Shore & Michi-
gan Southern, two of the Xew York Central Lines, there were
thirty-five fewer employes killed on duty in the first four months
of 1913, as against the same period in 1912.
Safety Exhibit Car, New York Central Lines.
March, 1914
RAILWAY MASTER MECHANIC
121
REPAIRING AND APPLYING SUPERHEATER UNITS.
By E. J. Brewster, General Foreman, C. & N. N. Ry., Chicago
Shops.
A new element has sprung up in the repair of the locomotive
of today, consisting of the removing, repairing and applying units
and connections of the superheater, which is one of the most
efficient appliances applied to a locomotive since its introduction.
The superheater with whicli I have had experience is the
Schmidt type. The removal of these units is sometimes difficult
if the tubes have not been cleaned out, due to a formation
on end of units or at unit supports which also retards the
efficiency of superheat due to retarding the passage of the hot
of shape I simply put them in babbitt pot and melt off shank
and pour new shape on shank. Any information in regard to these
forms and shapes ean be procured from the Locomotive Super-
heater Co.
In using these shapes, I use a No. 4 Little Giant air motor and
in grinding them, give the motor a wabbling motion using car-
borundum grains Xo. 50. Do not grind joint too much, as you
will find this will grind fast. After grinding unit joints, put on
protecting blocks to protect joints, the same as the Superheater
Company uses in shipping outfits. Before doing this, test all units
for leaks in tubes or return bends by filling with water under
pressure.
tiani
8a, >b/tf
Threads to suit
Socket
I
*,f
?'* \> — \ \
/ • I / /
Shape Ho. 2.
Shape Ho. I.
Use Forms land ^ to mo/a shape I
Use Forms I and 3 to mold shape 2.
Forms for Making Shapes for Grinding Superheater Unit Joints.
gases around unit. After removing these units, the first opera-
tion is to grind units and header joints. This is quite a propo-
sition unless you are fixed for this work. In order to handle this
work quickly, I have devised a set of grinding forms, male and
female, cast of any kind of metal in a form which will produce
the required form without any kind of machining.
The illustration shows forms Xos. 1, 2 and 3. Form No. 1 is
used at all times in making these shapes in connection with forms
Nos. 2 and 3. Form No. 2 is the male form and No. 3 the
female. In-order to first make these grinding shapes, it is neces-
sary to make the shanks as shown, in order to cast these shapes on.
These are made of wrought iron, mild steel, or brass with shank
threaded to suit any socket for air motor shank, as shown (1" 8
thread U. S. Std.). After shanks have been made, it is necessary
to make the forms, which can be made of wrought iron, mild steel,
or cast iron.
After shanks and forms are completed, all that is necessary
to make shape No. 1 is to put form No. 1 on top of form No. 2
and drop No. 1 shank through hole in top of form No. 1. The
point on shank will drop into center of form No. 2, lining it up.
Then pour metal through hole in shank until it is full and the
shape is ready for use. The same operation for shape No. 2
can be made with forms Nos. 1 and 3.
I also have gauges for trying these shapes and if they get out
The next operation is the grinding of the unit seats on header.
First clean off and grind by using shape No. 1, at the same time
giving the motor a wabbling motion. It is very necessary to get
a true joint and seat. After these seats are ground, we are
ready to apply units. Put a little oil on seats on header with
your finger.
In putting in units, be very careful to not bump or mar joints
by striking against header. Joints must come on seats without
springing. After one row is applied, slip in bolts and tighten up
with a socket ratchet wrench with a bar 30" long. Be careful in
tightening up so as to not put excessive strain on bolt, as you
are liable to break out slot in header on tee head slot type of
header. After first row is in, follow up in the same manner until
all are in. Be sure* to have supports and baud on units, as these
are necessary to hold unit in center of tube to allow hot gases
to pass all around it. The most essential part of this job is to
have good true spherical joints and when this is the case you will
have no trouble.
The Soo Line will move from the Illinois Central depot to the
Grand Central Terminal at Chicago on April 1, 1914.
The annual convention of the Chief Interchange Car Inspectors
& Car Foremen *s Assn. will be held at Cincinnati, 0., on August
25, 26 and 27, 1914.
122
RAILWAY MASTER MECHANIC
March. 1914
EXECUTIVE COMMITTEE MEETING, C. I. & C. F. ASSN.
A meeting of the executive committee of the Chief Inter-
change Inspectors" and Car Foremen's Association of America,
was held in the Karpen building at Chicago on Feb. 21, 1914.
The following officials and numbers of the executive com-
mittee were present:
F. C. Sehultse, President. C. T. I.. Chicago Car Interchange
Bureau.
F. H. Hanson. Vice-President. A. M. C. B., L. S. & Iff. S. By..
Cleveland, Ohio.
Stephen Skidmore, Secretary and Treasurer, F. C. D., C. C. C.
L. Ry.. Cincinnati, Ohio.
F. W. Trapnell. Chairman Executive Committee, chief inter-
change inspec-Tor, Kansas City, Mo.
Members of the executive committee:
J. J. Devaney, F. C. D.. Terminal Railway Association, St.
Louis, Mo.
J. P. Carney. G. C. I.. Michigan Central R. R., Detroit, Mich.
W. J. Stoil, chief interchange inspector, Toledo, Ohio.
E. R. Campbell, G. C. F., M. T. Ry.. St. Paul, Minn.
Fifty car foremen, representing the various Chicago roads,
were present and took part in the discussion.
The meeting was presided over by F. W. Trapnell. chairman
of the executive committee. The following recommendations
for changes in the M. C. B. rules were recommended to the
Arbitration Committee of the M. C. B. Association.
rule 1.
Each railway company must give to foreign ears, while on its
line, the same care as to inspection, oiling, packing, adjusting of
brakes and repairs that it gives to its own cars.
Reason: The words, "running repairs" is not generally
understood by the car foremen, some claiming that this simply
means that such repairs as applying wheels, draft timbers,
draw bars, etc., are meant by ; ; running repairs. '
Each railway company should give the same attention in the
way of repairs to foreign cars while on their line, as it does to
its own cars, until such time as the car gets in a wornout
unserviceable condition, as provided for in Rule Xo. 120.
Add second paragraph: Oil boxes not found repacked within
twelve months, may be repacked and charged to the car own-
ers, car to be properly stenciled at a convenient location.
Reason: Many car owners neglect to take care of the pack-
ing in their cars, and as a result, the cars run hot and journals
are cut due to journals not receiving the proper attention.
Experience has proven that oil boxes should be repacked at
least once every twelve months.
RULE 2.
Change first paragraph to read as follows:
Cars having defects for which delivering company is respon-
sible must be properly carded when interchanged.
Reason: It is the general practice to inspect cars in the
receiving line's yard, and this is good practice for the reason
the receiving line is the judge.
Change second paragraph to lead as follows:
Empty cars offered in interchange must be accepted if in
safe and 'serviceable condition, the receiving road to be the
judge. Owners must receive their own ears, when offered home
for repairs, at any point on their lines, also foreign ears origi-
nating with them, when offered at originating point, subject
to the provisions of these rub -
Reason: The present rules permit the receiving line to
technically object to foreign cars offered that have been away
from their line for a short period. This suggestion compels
the delivering line to take the cars back in the same general
condition as when delivered. This is necessary in order not to
delay foreign cars that are on their way home.
Change third paragraph to read as follows:
Leaking cars containing inflammable liquid must be repaired
or transferred without any unnecessary movement, or at near-
est available point, with least possible risk.
Reason: The above suggestion eliminates the word "tank"
from the rule, for the reason that it is just as dangerous to
handle cars containing inflammable material in packages as
it is in tank cars.
Paragraph (e).
It is recommended that the official clearance be published in
the M. C. B. rules, for the reason that it is not feasible to place
in the hands of inspectors where they are readily available,
publications in which the official clearances are now published.
RULE 3.
If a car has defects for which the owners are not responsible,
the receiving line shall require that a defect card be securely
attached to the car, as per Rule 14.
Defect cards shall not be required for any damage that is so
slight that no repairs are necessary; at outlying points where
joint inspection is not in effect, the matter will be left to the
judgment of the receiving line: at the larger points where
chief interchange inspectors are employed, the decision will be
made by the chief interchange inspector as a representative of
the car owmer and the receiving line.
RULE 9.
Fourth bracket, first line.
Change the words "make or name" to "M. C. B. Xo. 1 or
Xo. 2. ' '
RULE 14.
Change rule 14 to read as follows:
The end of car toward which the cylinder push rod travels
shall be known as B end and the opposite end shall be known
as A end.
Facing the B end of car, in their order on the right side of
car, the journal boxes and contained parts shall be known as,
BR 1, BR 2 and BL 1 and BL 2. Facing the A end of car, the
journal boxes and contained parts shall be known as, AR 1,
AR 2 and AL 1 and AL 2: the same to apply to defects upon
the body of the car; the center of the car to be the dividing
line.
TVe further recommend that a diagram be inserted in the
M. C. B. Rules showing the various locations on body as well as
trucks. Diagram to be as shown below:
- 1-
li —
-
>
— BO
> >
7~ —
! C —
Reason: It is found necessary, that in order to locate dam-
age upon the body of the car, the#rule should be changed as
outlined above, and the diagram will be a guide to the inter-
change car inspectors.
RULE 17.
Change the first line in the third paragraph to read
•Malleable iron or steel M. C. B. Standards," etc.
rule IS.
Add to the third paragraph of rule 18.
"Unless enroute home."
Reason: This will permit the cars to move home to the
owners after October 1st. 1914.
March. 1914
RAILWAY MASTER MECHANIC
123
RULE 19.
Change the last line to read:
"Malleable, filled, or steel backed journal bearings."
Eeason: To permit the use of the filled bearings.
rule 35.
Add paragraph to this rule.
"That on and after October 1st, 1915, cars of 40,000 lb. ca-
pacity will not be accepted in interchange."
Reason: Cars of 40,000 lb. capacity are not considered safe
in heavy trains.
rules 37, 38, 39 and 40.
These rules should be eliminated.
Reason: The majority of defects resulting in damage as
enumerated in rules 37 to 40 inclusive, are the result of poorly
constructed and weak cars, for which the car owner is re-
sponsible and which give away in ordinary handling. The
elimination of these rules also permits extensive repairs to be
made to foreign cars which will result in the life of the cars
being extended and cars kept in more serviceable condition, as
outlined in recommendation made in M. C. B. rule No. 2.
RULE 41.
( hange to read:
"Damaged longitudiral sills, if necessitating replacement
or splicing of more than three sills."
Reason: The majority of wooden center sills become de-
fective by the bolt holes wearing oblong which is an owner's
defect. The adding of one additional sill will make the de-
livering line responsible for rough usage.
rule 42.
Eliminate.
Reason: As for rules 37 to 40 inclusive.
rule 46.
Add after word "risk" also if equipped with contrifugal
dirt collectors.
rule 47.
Eliminate.
Reason: That the chains in interchange are protected by
being way-billed as advanced charges by the agent. Under
the present practice of returning chains, many chains are re-
turned which are being settled for through joint freight agents
by advanced charges.
rule 52.
Eliminate first paragraph and substitute the following:
"All safety appliances when renewed or removed for re-
pairs must be secured in accordance with Interstate Commerce
Commission requirements. ' '
Reason: On such cars where it is necessary to remove or
renew such parts, they should be made to require with the
Interchange Commerce Commission requirements.
rule 59.
In the seventh line eliminate the words "on account of in-
secure fastenings" and substitute the words "unless damaged
by derailment cr accident."
Reason: This makes car owners responsible for broken air
brake fittings unless car has been accepted or in accident.
rule 60.
Add to the first paragraph of last line, "old dates must be
thoroughly obliterated. ' '
Reason: It is found in many cases old dates are not being
removed resulting in confusion.
rule 68.
Add to paragraph 1:
"Except in eases of flat spots of 2" or over on cars of
80,000 capacity or over, should be made delivering line de-
fects."
Reason: It is felt that slid wheels of 2" on cars of 80,000
capacity or over are dangerous and should be removed.
from this
RULE 69.
rule after
the figure
7ff* the word
Eliminate
"broken."
Reason: This will eliminate chipped flanges as a delivering
line defect. It is felt that many flanges are chipped in' ordi-
nary handling for which the car owner should be responsible.
RULE 82.
Eliminate the word "the" in the first line, and in. the
second line the words, "opposite," "from" and "throat,"
and substitute after the word "on," the word "either." This
will include flanges chipped on both sides owner's defect and
increase length of the chip from 1% to 1%.
Reason: It is felt that the present dimension of a chipped
flange is too small, and also under all conditions, all flanges
should be an owner's defect, except in case of derailment or
accident.
RULE 83.
A gauge should be provided showing a slid flat spot of 2".
Reason: To take care of change provided in rule No. 68.
RULE 84.
Eliminate from this rule the words "cut journals."
Reason: It is felt that cut journals are due to the careless-
the car owner, and same should be an owners defect. It is
also noticed that defect cards in interchange are demanded by
the receiving line for journals that are slightly cut and where
the brass and other parts are in perfect condition, which can-
not be discovered in ordinary inspection in interchange.
RULE 85.
Change to read:
"Cut journals, axles broken of having seamy journals."
Reason: To comply with change recommended in rule 84.
rule 86.
It is felt that there is a typographical error in the size
shown of wheel seats for 79,000 limit weight axles. This 79,000
dimension compares with the 50,000 capacity axle, and the
maximum M. C. B. size for the wheel seat on a 50,000 ca-
pacity axle is 5%". This exceeds the size by Vs inch. The
same limit applies to limit weight No. 2.
rule 93.
Add the words:
"Unless otherwise designated in The Equipment Register."
rule 94.
Change this paragraph to read:
"For repairs made on defect cards, the card must accompany
the bill as voucher for the work done, but no bill shall be
rendered for repairs that have not been made, except when
cars are taken out of service by the owner and dismantled,
in which case bill may be made against the road issuing defect
card for cost of material only. In case of ear dismantled on
intermediate line bearing a defect card, the handling line has
authority to bill the road issuing the defect card for 50% of
the value of defect card."
Reason: It is felt that the car owner is entitled to be re-
imbursed for loss of his car which in many instances was fit
for a number of years of service, and it is felt that he should
be entitled to bill the road responsible for damage for the cost
of material, but no labor for the reason that no labor was ex-
pended.
rule 98.
Attention of the Arbitration Committee is called to the fact,
that in the operation of the present rule, there has resulted in
many usable second hand wheels being left on the hands of the
railroad companies, and it is felt that some method should be
worked out for which the railroad companies may be per-
mitted to use the good second hand wheels. It is also sug-
gested that a price be provided for a 33 inch cast wheel which
weigh more than 625 lbs. for the reason, that such wheels are
124
RAILWAY MASTER MECHANIC
March, 1914
now being applied by railroad companies and a price should
be provided for same.
Attention of the Arbitration Committee is also called to the
fact 1hat it should be permissible to bill the car owner in many
cases for the application of the opposite wheel.
RULE 101.
Add an item after the second item under "material"
"Brake beams No. 1 and brake beams Xo. 2"' with the proper
credits.
rule 104.
Additional recommendation:
"In case of defective brake beams removed when another
make is applied, credit shall be confined to the beam section,
heads, fulcrum and truss rods on trussed beams."
RULE ]l)7.
The Arbitration Committee 's attention is called to the fol-
lowing items in rule 107:
"Hand holds straightened on car, one or two."
"Turn buckle," insert "uncoupling lever renewed." And
under the item ' ' truck springs one or all in the same truck
renewed"' add item "truck springs replaced one or cluster
when out of place, empty car," "one under bolster and price
for both ends of bolster. ' '
The Arbitration Committee 's attention is called to the fact
that a price should be provided for making a double splice on
side sills in the center of the car; for the reason; at the present
time a single splice is made on side sills so as to renew that
part of the side sill under the side door post, and the present
charge of a double slice is made which is excessive.
rule 110.
After the second paragraph on page 75 insert the following:
"Applying center plate bolts, when one or two long draft
timbers are applied, when the bolts are removed on the opposite
timber, they should read one timber. ' '
rule 113.
"For the mutual advantage of railroad companies interested,
the settlement for a car when damaged or destroyed upon a
private track shall be assumed by the railway company de-
livering the car upon such tracks," except in cases of cars de-
livered upon the owner's track."
Reason: Under the present rule, the owner of a private car
has no redress for loss of his car destroyed upon a private
track. It is unfair to discriminate between private and rail-
road owned cars.
rule 115.
In the first line of the second paragraph it is recommended
that the item 50,000 be changed to read 60,000.
RULE 116.
The attention of the Arbitration Committee is called to the
fact that in the settlement prices for bodies of eight wheel
steel cars, the second item is less in price than it is for the fifth
item, the latter being $10.00 greater. It is felt that this is a
mistake and the second price should be reversed.
On page 86 of the same rule, it is recommended that a para-
graph be inserted, allowing for additional arbitrary allowance
for cars equipped with all steel ends and all steel roofs.
Eeason: Many cars are not being so equipped with thif
additional expense and the car owner should have attention.
rule 117.
Add to this paragraph the words:
"Except when owners authorize the destruction of the cars
in accordance with Eule 120, in which case scrap credit should
be allowed for the different metals under M. C. B. rules, to
conform with circular 18."
rule 120.
The following rule was recommended:
"A car unsafe to load on account of general worn out condi-
tion due to age, decay or corrosion, shall be jointly inspected
by the handling line and a representative of the owner or dis
interested line, whichever can be most conveniently obtained
by the handling line. If inspectors agree that home route cards
are justifiable, joint inspection shall be sent to owner showing
in detail, all defects found on car, and upon receipt of this
information the car owner shall either furnish authority au-
thorizing the handling line to either make repairs or destroy
car at the owners expense and allow the proper credit for
scrap.
Eeason: Cars that have become in a general worn out, un-
serviceable condition, should be either rebuilt or destroyed at
the car owners expense.
It is also felt that a uniform price should be made for the
dismantling of cars of various capacities.
RULE 121.
This rule should be eliminated.
Eeason: When cars cannot be handled under M. C. B. Eule
2 they should be repaired or destroyed by the handling road.
rule 121 a.
Following is recommended:
"A car having a combination of defects due to ordinary
wear and tear and not account of unfair usage as provided by
these rules, shall be jointly inspected by the handling line,
and a representative of the car owner or disinterested line.
If this joint inspection shows defects are properly chargeable
to the car owner, the handling line shall be furnished with
authority to bill."
RULE 122
In the last paragraph eliminate the word "hairfelt. "
Eeason: It is felt that it is not practicable to have this
class of material on hand at all times.
rule 124.
Additional paragraph should be inserted empowering the
Arbitration Committee to have the arbitration decisions re-
vised from time to time so as to eliminate all obsolete decisions,
that are not consistent with the current M. C. B. Eules.
On page 98, M. C. B. return card. It is recommended the
wording of this card be changed to read: Eeturn card, car
number and the word ' ' from ' ' to
"to," so that it will be understood by trainmen.
The attention of the Arbitration Committee is called to the
fact that A. E. A. Car Service Eule 15 should be changed by
omitting the first three words in the first paragraph which
read "unless otherwise agreed."
It is felt that the elimination of these three words would
result in A. R. A. Eule Xo. 15 being uniformly adopted through-
out the United States and Canada, and for the further reason,
it is inconsistent to accept cars at one terminal under one rule
and be obliged to transfer them before cars will pass to the
next terminal. The transferring and rearrangement of cars
should be uniform. ,
It is also recommended that another addition be added after
paragraph F to read as follows:
"The initial road shall pay the cost of transfer or rearrange-
ment of closed cars when transfer or rearrangement is due to
contents being improperly loaded according to M. C. B. loading
rules."
Eeason: It is found that under aE. C. B. loading rule Xo. 124
the delivering line is held responsible for load shifting and lack
of door protection, which defects they cannot detect in ordi-
nary inspection upon receipt from connecting line, and it is
felt that the originating line shall be responsible.
PASSENGER CODE OF RULES.
Add a paragraph as follows:
"Equipment and tolls missing from the inside of baggage,
mail and express cars is an owner's defect when found at the
time of unloading."
Eeason: Baggage cars usually pass in interchange with
March, 1914
RAILWAY MASTER MECHANIC
125
doors locked or sealed and there is no opportunity of inspection
until the time of unloading.
It is also recommended that a standard steam hose should
be adopted for the reason that it is very inconvenient to
change steam hose on passenger cars moving in interchange,
and for the further reason, that the road removing the hose
has no use for same as it is not standard to their cars, and in
many cases cars are returned by a different route and hose
cannot be utilized.
It is recommended for the convenience of inspectors and
foremen that changes in the M. C. B. rules hereafter be
printed either in italics or small capitals so that changes can
be readily noticed.
ANNUAL CONVENTION.
A number of cities made application for the next annual
convention, and it was finally decided to hold it at Cincinnati
on August 25th, 26th and 27th.
W". A. Deems has been appointed general foreman of the Glen-
wood shops of the Baltimore 4' Ohio at Pittsburgh. He was for-
merly general foreman of the Cincinnati, Hamilton & Dayton at
Lima, O.
S. D. Page has been appointed general car foreman of the
Bangor 4' Aroostoclc, with office at Milo Junction, Me. He suc-
ceeds H. A. Martin.
W. H. Keller has been appointed general foreman of the Cin-
cinnati, Hamilton $ Dayton at Lima, O., succeeding W. A. Deems.
Mr. Keller was formerly general foreman of the Baltimore &
Ohio Southern at Flora, 111.
B. Preston has been promoted to assistant superintendent of
motive power of the western lines of the Canadian Pacific with
office at Winnipeg, Man.
J. A. Moore has been appointed car foreman of the Canadian
Pacific at White Biver, Ont., vice F. Guy.
H. Osborne has been appointed assistant mechanical superin-
tendent of the Canadian Pacific, with office at Montreal. His
former title was assistant superintendent of motive power.
W. E. Woodhouse has been appointed superintendent of motive
power of the Canadian Pacific, Eastern Lines, with office at Mon-
treal, Que. Mr. Woodhouse was formerly assistant superintendent
of motive power at Winnipeg.
F. B. Pennyfather has been appointed master mechanic of
the Manitoba division of the Canadian Pacific, with office at
Winnipeg, Man., vice B. Preston.
W. J. Benin has been promoted to district master mechanic of
the Canadian Pacific with office at Cranbrook, B. C. He succeeds
F. B. Pennefather, promoted.
C. Perry has been promoted to general foreman of the Canadian
Pacific at Sutherland, B. C, succeeding W. J. Benix. Mr. Perry
was formerly shop foreman at Brandon, Man.
G. W. Bobertson, formerly master mechanic of the Ashland
division of the . Chesapeake 4' Ohio, has been appointed master
mechanic of the Hinton division, with headquarters at Hin-
ton, W. Va.
W. S. Butler has been appointed master mechanic of the Hunt-
ington and Big Sandy division of the Chesapeake 4' Ohio with
headquarters at Huntington, W. Va. Mr. Butler was formerly
master mechanic at Hinton, W. Va.
W. P. Hobson, master mechanic of the Cincinnati division of
the Chesapeake $• Ohio, has had his jurisdiction extended over
the Ashland division. His office remains at Covington, Ky,
Emil Marx succeeds G. C. Bingham as general foreman of the
Chicago # Xorthwestern at Winona, Minn.
F. Davidson lias been appointed purchasing agent of the Chi-
cago, Indianapolis 4~ Louisville, with office at the Transportation
building. Chicago.
B. E. Wood has been appointed road foreman of equipment of
th Chicago, Bock Island 4" Pacific with office at Pratt, Kan.
E. I. Partlow has been appointed road foreman of engines of
the Cincinnati, Hamilton 4' Dayton, succeeding B. W. Brown.
H. Booth succeeds M. W. Sullivan as road foreman of engines
of the Dehcare 4' Hudson, with office at Carbondale, Pa.
W. E. LeFaivre succeeds Thomas Tipton as purchasing agent
of the Denver 4' Bio Grande with office at Denver, Colo.
George Gilmore has been appointed foreman of the Detroit,
Toledo 4" Ironton at Delray, Mich.
J. Coots has been appointed supervisor of locomotive operation
of the Erie, with office at Jersey City, N. J.
J. Cunneen has been appointed supervisor of locomotive opera-
tion of the Erie, with office at Jersey City, N. J.
H. Evans has been appointed foreman of the Grand Trunk Pa-
cific at Bivers, Man., vice B. W. Moore, transferred.
D. W. Hay, locomotive foreman of the Grand Trunk Pacific, has
been transferred from Eedditt, Ont., to Jasper, B. C.
F. Lozo, locomotive foreman of the Grand Trunk Pacific, has
been transferred from Jasper, B. C, to McBride, B. C.
A. H. Mahon, locomotive foreman of the Grand Trunk Pacific,
has been transferred from McBride, B. O, to Prince George, B. C.
H. Darling has been appointed locomotive foreman of the
Grand Trunk Pacific at Smithers, B. C.
H. Saunders, car foreman of the Grand Trunk Pacific, has
been transferred from McBride, B. C, to Fort George, B. C.
A. K. Leighs has been appointed tar foreman of the Grand
Trunk Pacific at McBride, B. C.
Clarence Fife succeeds J. P. Cooney as locomotive foreman
of the Great Northern at Casselton, N. D.
Charles F. Barnhill succeeds the late A. B. Adams as master
mechanic of the Gulf, Colorado 4' Santa Fe with headquarters at
Silsbee, Tex.
Millard F. Cox has been promoted to assistant superintendent
of motive power of the Louisville 4' Nashville, with office at Louis-
ville, Ky. Mr. Cox was formerly mechanical engineer.
James Fahey succeeds L. M. Hunter as traveling engineer of
the Nashville, Chattanooga 4~ St. Louis, with office at Nash-
ville, Tenn.
J. F. Hoyer has been appointed purchasing agent of the New
Orleans Great Northern, with office at 505 Millsap building, Jack-
son, Miss. He succeeds F. L. Kinsman.
W. B. Geiser has been appointed acting chemist and engineer
tests of the New York Central 4~ Hudson Biver, with office at
West Albany, X. Y. He succeeds B. W. Mahon.
James O'Neal, formerly general foreman, car department of
the New Orleans, Mobile 4' Chicago, has had his title changed to
master car builder.
C. C. Elmes has been appointed assistant engineer of motive
power of the Philadelphia ,)'• Beading, with office at Beading, Pa.
Charles A. Bingaman has had his title changed to assistant
engineer of the Philadelphia 4" Beading, with office at Beading,
Pa. His former title was engineer of tests.
B. B. Basbridge has been appointed superintendent car depart-
ment of the Philadelphia 4' Beading with office at Beading. Mr.
Basbridge was formerly chief car inspector.
E. D. Wilson has been promoted to general car inspector of the
Philadelphia 4~ Beading, with office at Beading, Pa.
T. E. Hessenbruch has been appointed assistant general car
inspector of the Philadelphia 4~ Beading with office at Beading, Ba.
W. E. Grove has been appointed inspector, car department, of
the Philadelphia <j- Beading with office at Beading, Pa.
E. T. Worm vn has been promoted to general foreman of the
Butland with office at Malone, N. Y., succeeding C. V. McMaster.
H. F. Holden succeeds E. T. Worman as road foreman of en-
gines of the Butland with office at Butland, Vt.
D. C. Fitzgerald, assistant general superintendent of motive
power of the St. Louis 4" San Francisco, has resigned.
J. H. Buxton has been appointed superintendent of motive
power of the San Antonio, Uvalde £ Gulf with headquarters at
Pleasanton, Tex.
126
RAILWAY MASTER MECHANIC
March, 1914
Lewis D. Freeman has been appointed shop engineer of the
Seaboard Air Line with office at Portsmouth, Va. Mr. Freeman
was formerly chief draftsman of the Kansas City Southern at
Pittsburg, Kan.
H. G. White has been appointed general foreman of the South-
ern with office at Atlanta, Ga.
T. W. Heintzelman has been appointed general superintendent
of motive power of the Soutliem Pacific with headquarters at San
Francisco, vice H. J. Small, retired.
T. W. Younger succeeds T. W. Heintzelman as superintendent
of motive power of the northern district of the Soutliem Pacific
with headquarters at Sacramento, Cal.
Samuel F. Clark has been appointed purchasing agent and
general storekeeper of the Spokane, Portland 4' Seattle with head-
quarters at Portland, Ore. He succeeds J. F. Mahoney.
D. C. Wilson succeeds A. J. Collett as electrical engineer of the
Union Pacific with office at Omaha, Neb.
OBITUARY.
A. B. Adams, master mechanic of the Gulf, Colorado Sr Santa
Fe at Silsbee, Tex., died on February 16.
D. C. Idler, for many years master mechanic of the Vandalia,
died at Indianapolis on February 23.
NATIONAL ASSOCIATION OF RAILWAY COMMISSION-
ERS. Proceedings of the twenty-fifth annual convention.
Cloth, 6x9% inches, 612 pages, unillustrated. Published by the
Law Reporting Co., 115 Broadway, New York. Price, $1.
This volume includes all the committee reports and discus-
sions given before the annual convention held at Washington,
D. O, on October 28-31, 1913. This association has some twen-
ty committees covering such subjects as car service, express
service, grade crossings, legislation, powers of commissioners,
railway taxes, rates, capitalization, safety appliances, statis-
tics, shippers' claims, telephones and telegraph service, uni-
form classification, rails and equipment, and valuation. As the
membership of the organization is composed of state and
national railway commissioners, the topics discussed are of
particular interest as giving the views of these officials on the
various questions and the book is well worth having for this
purpose.
mong^ I5I&nufacturen5
KNIFE GRINDER.
The need for a machine that will quickly and accurately
grind the knives of planers and jointers without the trouble of
taking the knives off the machine has for some time been recog-
nized by users of wood-working machinery.
The time spent in removing knives and putting them back
properly adjusted is a difficult and unsatisfactory task. The
work is often done hurriedly and improperly, resulting not only
in poor work, but inefficiency in production.
This is especially true of the thin, hard knives used on
modern cylindrical head planers which it is almost impossible
to grind on an automatic, and reset knives in perfect align-
ment the entire length of head.
The requirements of a knife grinder are that it must grind
true, must be adaptable to all makes and sizes of planers, must
be easily attached, and must be light enough to be easily car-
ried from machine to machine.
In the "Quicsharp" grinder these requirements have been
combined. This grinder is motor driven, the motor being
mounted in grinder head, and current is taken from an ordinary
lamp socket. To the saddle is attached a split nut engaging
the feed screw which lays along the top of bridge. This saddle
can be fed the length of the bridge in either direction and at
any speed desired, the bridge being supported at the ends, or
any point most convenient, by two angular brackets which are
bolted to the jointer bed, holding the grinder perfectly rigid.
The grinding wheel, which is cup-faced, can be raised or lowered
by a thumb-screw and can be set to grind the required amount
from knives, automatically feeding itself to a positive stop.
A tension spring maintains a constant and uniform pressure
on the grinding wheel, but never too much, thus eliminating
all danger of overheating and burning the knives.
The grinder head is pivoted at the center and can be tilted
to either side of the perpendicular and is held in place against
a stop which gives the same angle on either side of the perpen-
dicular. The tilted head gives a concaved grind to the knives.
A positive stop holds each knife in exactly the same relative
position to the wheel; therefore, each knife must be ground
true to the bed.
One of the illustrations shows the "Quicsharp" grinder
attached to a Baxter D. Whitney & Son surfacer. When used
on a surfacer, the angular brackets are reversed, the brackets
being held in place by fixed pins located in the frame of the
planer. These pins fit into holes in the foot of the bracket.
Adjustments having once been made for each machine, it is
only necessary when using the grinder to place it in position
on the supporting pins.
The following attachments can be furnished: Attachment for
jointing knives while running; machine for setting the knives
and back grinding; an attachment which grinds knives of
curved or irregular shape, knives being ground exactly the
same.
Among the advantages of this grinder are: A pair of knives
once put on a machine are never taken off until worn out;
harder knives can be used than is possible with the old method
of whetting knives with a file and oil stone; the knives are
always in perfect alignment with the bed and with each other,
making each knife do its share of the cutting, thus insuring
smooth and accurate work.
With cylindrical head planers, the knives are so thin and
pliable that it is very difficult to grind them on an automatic
'Quicsharp" Grinder on Joiner.
March, 1914
RAILWAY MASTER MECHANIC
127
"Quicsharp" Grinder on Surfacer.
and put them back on the machine in perfect alignment. A
great deal of time is used up adjusting knives. With the
"Quicsharp" grinder, these knives are ground to a razor-edge
right on the machine in five to ten minutes, where it is usual
for an operator to spend one-half to three-quarters of an hour,
two or three times a day. With a ' ' Quicsharp ' ' grinder in the
shop, there is no excuse for idle machines. If a nail or gravel
stone is run into, usually, instead of having to take off the
knives and adjust a new pair, a few minutes with the grinder
will clean up the gap and work started again without any seri-
ous delay. Machines will take care of from 25 to 40 per cent
more work than with the file and oil stone method. In the
shop where the grinder was first used, four buzz planers are
now doing the work with ease, that required five before its use,
and with a reduction of one-half in the cost of knives. If one
man takes char*ge of the grinding of knives, using grinder once
a day, knives will be in better shape than the most expert
operator could keep them.
"Quicsharp" grinders are furnished by Baxter D. Whitney
& Son on Whitney surfacers and are manufactured by the
Stockbridge Machine Co., Worcester, Mass.
PORTABLE ELECTRIC DRAG.
The type of drag shown in the illustration is extremely use-
ful and admirably suited for handling cars in freight sheds or
repair shops, as a portable electric winch, as a stationary hoist
for general contracting work and kindred sendee.
The frame consists of heavy cast steel sides securely con-
nected by cast and structural steel cross pieces, forming a rigid
unit. Bottom of frames are flush for skidding and provided
with bosses for holding down bolts. Lugs are also provided
for attachment to hauling links for moving the machine to
different locations. The winding drum is of cast iron, machined
with grooves to keep the hauling cable in place. The cable is
of special plow steel rope, %" in diameter, 19 wires to the
strand, 6 strands and a hemp core.
The drum pinion is free on the shaft and a jaw clutch is
provided thereon for coupling same to haft. The drum is,
therefore, free to rotate when necessary to unwind the rope by
pulling on it. The clutch may be left in engagement and motor
controlled at proper speed to unwind rope as the end is carried
away.
The motor is rated on a basis of 40° C. temperature rise after
30 minutes run with full load and is designed exclusively for
crane and hoist service.
This drag is manufactured by the Shaw Electric Crane Co.
and handled by Manning, Maxwell & Moore, New York.
REPAIR OF PRESSURE GAUGES.
The use of gauges on railway locomotives is practically as
old as the use of locomotives themselves, and the testing, main-
tenance and upkeep of the various gauges used on a locomotive
lias come to be quite a business in itself. The testing depart-
ment of every railway is frequently taxed beyond its capacity
for repair work, and when this occurs it is necessary to fall
back on the original maker for gauge repairs.
A consideration of the number of different gauges used and
the number of makers of each variety of gauge has suggested
to a student of economic maintenance the necessity of a central
western expert gauge repair establishment, and the Bogardus
Company of Chicago, Illinois, has taken up this work. Real-
izing that present conditions prohibit railways from carrying
excess stocks of the different styles and sizes of pressure
gauges necessary for their equipment, and that, therefore it is
imperative that repair work on these gauges should be accom-
plished in the shortest space of time commensurate with skilled
and accurate workmanship, and that a central location is de-
sirable to facilitate delivery to and receipt from the repair
station. This concern which manufacturers "Tre-foil" gauges
has established a department to exclusively handle rush repair
work for railways, which is equipped to handle the large
volume of business which will naturally follow this departure.
Establishing itself some five years ago as a gauge "special-
ist" rather than manufacturer, the Borgardus Company has
practically confined itself to the construction of "special" or
"to order" gauges. This necessitates maintaining an efficient
staff of skilled mechanics and carrying in stock at all times
the essential working parts of practically every well known
standard gauge.
The company is thus equipped for railway gauge repair work,
regardless of the kind of gauge or the original make, as it has
constructed high grade gauges made in the electric, steam,
vacuum, air, hydraulic, ammonia, and other lines.
It has also done repair work for several of the big railways
Portable Electric Drag for Use as a Car-Puller.
Bogardus Standard Gauge ("Tre-foil").
128
RAILWAY MASTER MECHANIC
March. 1914
whose satisfaction with the work and confidence in the house
is shown by steady repetition 01 repair work orders. Such re-
pair work has comprised furnishing new main springs, new
movements, new •Hals, new rings, new glasses, etc.. the mend-
ing of broken parts, and the careful re-assembling and testing
of the gauges before return.
A few moments' reflection will prove to any thinking master
mechanic or superintendent of motive power that, being able
to centralize the repair of any gauges, is an efficient saving of
time, trouble. and monev.
LENNOX SERPENTINE SHEAR.
The Lennox serpentine shear, a new type of machine now
being offered by Joseph T. Ryerson & Son, Chicago, 111., is de-
signed particularly for the straight and irregular cutting of
sheets and plates.
The frame is a steel casting of spiral construction designed
to provide sufficient clearance for material of unlimited length
or width. This machine will handle not onlv straight cutting
but also in or out curves having a minimum radius only slightly
larger than the diameter of the blades. The spiral steel frame
carries all gearing and is mounted on a substantial cast-iron
base.
All gears have teeth cut from solid metal and are provided
with cast-iron gear guards so the workman is fully protected
while operating the machine.
The blades, which are made of high grade tool steel, are set
in approximately a horizontal plane. This gives a very large
cutter bearing on the sheet or plate and consequently there is
very little distortion in the cutting. The upper cutter is posi-
tively driven, while the lower cutter is mounted in an adjust-
able sleeve, so that its position may be varied to allow for
different thickneses of material and for redressing. In addi-
tion to this, a cam is provided so that the lower blade can be
dropped enough to permit the removal of sheets without re-
versing the machine. The cutters have a flush fastening to the
shaft so that no nut projects to interfere with the handling of
the work and the knurled edges feed the sheet automatically
into the machine. A tool-steel pin is provided to take up the
end thrust on the lower cutter shaft.
Where a number of sheets are to be cut to the same pattern,
a template may be bolted to the work and this template fol-
lowed by guiding against the top cutter.
The machine is driven by means of a two speed pulley, giving
slow speed for intricate curve cutting and high speed for
straight work. The main drive shaft is extended and squared
on one end so that a hand crank may be used if power is not
available.
This shear will reduce cutting costs fully one-half by replac-
ing old style hand and power cutters and thus saving time and
labor in handling.
The shear illustrated has a capacity for cutting Xo. 10 gauge
material and lighter, while other sizes having capacities of
Xo. 16 gauge, % inch and % inch material, can be furnished.
All machines are arranged for either belt and hand power or
direct motor drive.
EFFICIENT STEAM-WATER HEATER.
The illustration shows a device for the purpose of heating
water by steam in contact, manufactured by the Warner-Eeiss
Sales Co.. Frisco Bldg., St. Louis, Mo. It is called the Starwal
heater.
The quickest and most economical manner of heating water
is by steam in contact, but this method is troublesome under
WATE3
Steam-Water Combiner.
ordinary circumstances, and frequently separate coil or storage
equipment is requh
The heater consists of a conical outer shell 5%"x9%", inside
of which is a perforated cone, both of cast iron. The water
enters the outer shell through a 1^4" opening and forms a thin
wall of water around the perforated cone. The steam enters
the cone through a similar opening and is sprayed into thi*
water, heating it instantaneously to any desired temperature,
dependent upon the volume of steam admitted. The discharge
is through a l 1 ^" opening. This device is said to render such
additional facilities unnecessary as it combines steam and
water without difficulty. The applications for the device about
roundhouses, shops, and terminals should be many.
Lennox Serpentine Shear.
ASBESTOS CAR LINING.
The Franklin Mfg. Co.. Franklin. Pa., has developed a very
efficient insulating material for steel passenger and postal ears.
This insulatiou is manufactured wholly of pure asbestos. It is
made in sheets 3 ft. by (5 ft., or smaller, and in thicknesses of
% in. to % in.
One of the features of this car lining is that it will not dis-
integrate or jar off the sides of cars. It is fireproof and an
excellent non-conductor. In application, ordinary car paint to
which is added a small amount of iron oxide, is used.
The material has passed, with credit, many tests of stringent
nature and it is expected that it will be found satisfactory in
all steel car lining applications.
A I arch. 1914
RAILWAY MASTER MECHANIC
12 f »
ILLiter&ture
and for the past six years lie has been with the Curtain Supply
Company as western representative and western sales manager,
until his appointment to the present position.
The fiesta Machine Co., Pittsburgh, Pa., has issued Bulletin
"M," entitled "Mesta Improved Pickling Machines." Pick-
ling means the removal of scale and other substances from the
surface of metals by the chemical action of acid. The ma-
chines described are adapted for pickling objects of any shape
and are made in many sizes.
* * *
The Terry Steam Turbine Co. has published a description of
its return flow steam turbine in Bulletin 17. This turbine com-
bines velocity staging and pressure staging. The steam after
expanding in the high-pressure element from boiler pressure to
a pressure slightly above the atmosphere, flows through the
passage to the opposite end of the turbine; whence in return-
ing through the low-pressure element towards the high-pres-
sure end, it is further expanded to condenser vacuum. It is
this feature that gives the turbine its name.
The National Tube Co., Pittsburgh, Pa., has compiled a list
of "National" products and published it in bulletin form for
quick and ready reference.
* * »
Tho Westinghouse Electric & Mfg. Co. has published an in-
teresting booklet entitled ' ' The Power of a Name. ' ' It con-
tains reproductions of full page advertisements which have re-
cently appeared in The Saturday Evening Post and a number
of other popular journals. A catalogue section on catenary
line material has also been sent out by this firm.
* * *
The Northern Engineering Works, Detroit, has issued a new
crane catalog, No. 26, illustrating the electric traveling cranes,
hand-power traveling cranes, electric and pneumatic hoists,
which they manufacture. Their overhead track systems, buck-
et handling cranes and railway cranes are also shown. This is
a condensed catalog but contains references to various bulle-
tins which more fully explain th^ numerous designs.
BBfe>SellBrf >Side
The Safety First Manufacturing Co. has been organized
Avitli offices in rhe Railway Exchange building, Chicago. It will
handle various high-class railway specialties, besides taking over
the business of the E. D. E. Company, of which the late Frank
M. Gilmore was president.
The Akmspear Manufacturing Co., 447 West Fifty-third
street, New York, will be represented in southern territory after
March 1 by E. II. Pilson, with offices at 907 Woodward building,
Washington, D. C .
Samuel N. Pond and Ira J. Wilson, the former having been
associated with the firm of Offield Towle, Graves & Offield, and
the latter having been associated with Linthicum, Belt & Fuller,
have formed a partnership for the practice of patent and trade-
mark law. The new firm is known as Pond & Wilson and has
taken offices in the Monadnock building, Chicago. Both Mr.
Wilson and Mr. Pond have had long experience in patent law
and their success is assured.
The Acme Supply Co., Steger building, Chicago, announces the
appointment of Stanley W. Midgley as general sales manager.
Mr. Midgley is the eldest son of J. W. Midgley, who was for
over twenty years the commissioner of the Western Freight Asso-
ciation, which comprised the several railroads that extended west-
wardly from Chicago and St. Louis. He has been in the railway
supply business for the last twelve years, beginning with the
National Car Coupler Company as general sales representative,
Stanley W. Midgley.
D. R. Niederlander has been elected president and treasurer
of the Adreon Manufacturing Co., of St. Louis, Mo., succeeding
the late E. L. Adreon, Jr. Mr. Niederlander has been in the rail-
way supply business for the past twelve years, having organized
the Inland Equipment Co. in 1901. This company was con-
solidated in 190.'i with the railway supply interests of E. L.
D. R. Niederlander.
Adreon, Jr., in the formation of Adreon & Co., afterwards the
Adreon Manufacturing Co. The latter firm controls valuable pat-
ents on railway supply devices in both the mechanical and en-
gineering departments of railways, and also represents in the
Southwest prominent manufacturers of railway materials.
After long litigation the American Roll Gold Leaf Co.,
Providence, B. I., has been awarded a decision against the
W. H. Coe Mfg. Co., in its appeal of an infringement decision
previously rendered and favoring the latter concern. The suit
was brought by the W. H. Coe Mfg. Co., claiming infringement.
The defense of the American Boll Gold Leaf Co. was non-in-
fringement.
130
RAILWAY MASTER MECHANIC
March, 1914
Geo. P. Nichols & Bro., Chicago, have recently received an or-
der for nine electric turntable tractors from the Cleveland, Cin-
cinnati, Chicago & St. Louis. This is said to be the largest single
order for turntable tractors yet placed. The management of the
road, having ascertained the saving affected by the Nichols tractor.
made an investigation to determine at what points tractors could
be used and placed this order to supply all these points.
William D. Maixwarixg, who has been connected with the
Detroit plant of the Eailway Steel Spring Co., has opened a con-
sulting business as production engineer, with offices at 866 Rock-
efeller building, Cleveland, Ohio.
H. F. Wardwell has been appointed Chicago representative
of the Monarch Steel Castings Co., of Detroit, with office at 359
Railway Exchange.
John L. Randolph has been appointed eastern sales manager
of the Economy Devices Corporation, 30 Church street, New York.
The W. J. Baker Nut & Bolt Lock Washer, Co., Newport,
Ky., has succeeded the Universal Nut & Bolt Lock Co.
F. W. Davis, Jr., vice-president of the Detroit Graphite Com-
pany, Detroit, Mich., has been elected president of that com-
pany, succeeding the late A. A. Boutell, with office at New York.
T. R. Wyles, second vice-president, has been elected vice-presi-
dent of the Detroit Graphite Co., succeeding Mr. Davis.
Frank Gregg, for many years with Adams & Westlake, has
made a connection with the Rostand Mfg. Co., of Milford, Conn.,
and is opening an office at Richmond, Va., from which point he
will cover the Southern territory in the interests of that com-
pany.
The Edgar Steel Seal & Mfg. Co. has received a contract from
the Great Northern for its car seal supply for the next five years.
The Westinghouse Electric & Mfg. Co. has moved its New
Haven, Conn., office from the Woods building to the Chamber of
Commerce building at 185 Church street.
The Interstate Car Co., Chicago, has been incorporated with
a capital of $100,000; to manufacture, build, and deal in railway
supplies, equipment, etc. The incorporators are: C. E. Fitch,
Chester S. Holzman, Conrad M. Bentley, Joseph Holzman and
David L. Bleloch.
The Northern Insulating Co., St. Paul, Minn., has received
orders for Flaxlinum insulation for 150 Illinois Central refrigera-
tor cars and 50 dining cars for the Atchison, Topeka & Santa Fe.
H. E. Gifford, general sales manager of the National Electric
Specialty Company, has recently been appointed sales agent for
the Handy die stock and the Becker receding pipe threader.
W. F. Bauer has severed his connection with the United States
Light & Heating Co. to accept the position of assistant manager
of the railway department of the Edison Storage Battery Co.,
Orange, N. J. From 1903 to 1905 Mr. Bauer was chief elec-
trician of the Missouri Pacific at St. Louis. Later he became
sales engineer for the Electric Storage Battery Co., Chicago, and
in 1907 he took a similar position with the National Battery Co.
Soon after he became manager of the United States Light &
Heating Co. 's railway department in Chicago. Mr. Bauer will
continue to make his headquarters in Chicago.
O. P. Wilson has resigned his position in the purchasing de-
partment of the Westinghouse Electric & Manufacturing Co. to
accept the position of assistant general manager of the Norma
Company of America, 20-24 Vesey street, New York City, manu-
facturers and importers of ball bearings, roller bearings, pre-
cision instruments, etc.
Charles A. Carscadin has been elected president of the Na-
tional Car Equipment Co., with offices in the Railway Exchange
building, Chicago. George A. Woodman, formerly of the Kirby
Equipment Co., is general manager of the company.
C. W. Owston has been appointed to the railway appliance
sales department of McCord Mfg. Co., Detroit, Mich.
Scott R. Hayes has been appointed assistant to the president
of the New York Air Brake Co. Mr. Hayes has been with the
Railway Steel-Spring Co., New York, since its organization, and
resigns to go to the New York Air Brake Co.
The Union Draft Gear Co. has made the following changes
in its staff: W. G. Krauser, formerly mechanical engineer, has
been promoted to assistant to vice-president. James E. Tarelton,
formerly assistant mechanical engineer, has been promoted to
assistant to vice-president. K. Barnard, formerly chief drafts-
man, has been made mechanical engineer.
Edward W. Hodgkins, formerly with Guilford 8. Woods, Chi-
cago, has gone into business for himself.
Charles I. Webb has been elected vice-president of the Inter-
national Seal & Lock Co., of Chicago.
The Chicago offices of the Okadee Company have been moved
to the Lytton building, Jackson boulevard and State street.
The Independent Pneumatic Tool Co. of Chicago has an-
nounced the following appointments of district managers, effect-
ive March 1: R. T. Scott, manager of the Pittsburgh district,
with office at 1208 Farmers' Bank building, Pittsburgh, Pa.;
F. H. Charbono, manager of the Southern district, with office at
1629 Chandler building, Atlanta, Ga.
The Duff Manufacturing Co., Pittsburgh, Pa., has opened an
office in the Peoples Gas Building, Chicago. This company has
recently appointed G. W. Parsons, district sales agent, with offices
in the Pioneer Building at St. Paul, Minn. The company also
announces that by mutual agreement the Fairbanks Morse Com-
pany has discontinued acting as exclusive steam railway agents
for the Duff jacks.
A. C. Adams, who recently r esigned as superintendent of
motive power of the Spokane, Portland & Seattle, has been
made the Pacific coast general agent of the General Brake
Shoe & Supply Company, Chicago. He will have headquarters
at 907 Wilcox building, Portland, Ore.
The Chicago Car Heating Company has recently opened a
branch office and factory at 61 Dalhousie street, Montreal, to
take care of its business in Canada. A. D. Bruce, of Guelph,
Ontario, formerly the purchasing agent of the company at Chi-
cago, has been placed in charge.
Joun F. Schurch has been elected vice-president of the Damas-
cus Break Beam Co., Cleveland, Ohio.
The Whiting Foundry Equipment Company, Harvey, 111., has
arranged with S. R. Vanderbeck, 217 ,Walnut street, Philadel-
phia, Pa., to handle the company 's complete line in Philadel-
phia territory.
Karl A. Heine has joined the sales department of the Chicago
Car Heating Company, Chicago, and will be connected with the
New York office at the Grand Central Terminal.
J. T. Wilson, president of the American Balance Valve Co.,
Jersey Shore, Pa., has left for a three months' trip to the
Pacific Coast.
OBITUARY.
William H. Boardman, for many years president of the Bail-
ivay Age Gazette, died on February 16 at his home at Ridgefield,
Conn. He was 68 years of age.
Edwin M. Hall, treasurer of the Jefferson Union Co. Lexing-
ton, Mass., died on Wednesday, February 11.
POSITIONS AND AGENCIES.
AGENCi" Wanted: Firm having warehouse and shipping facil-
ities would like to handle the St. Louis agency for a good live
line, preferably paints or varnishes, or a good specialty, and
calling on the railroad trade in particular. Address A. S. L.,
care The Railway List Co., 431 So. Dearborn St., Chicago.
Position Wanted: Salesman with 12 years' experience in
selling supplies and equipment desires to represent an established
concern dealing in either mechanical or engineering supplies or
both. Can furnish the very best of references as to abibty, in-
tegrity and record of sales. Address H. A. C, care The Railway
List Co., 431 So. Dearborn St., Chicago.
April, 1914
RAILWAY MASTER MECHANIC
131
MAlERMraNic
The World's Greatest Railway Mechanical Journal
Published at the World's Greatest Railway Center
Established 1878
Published by THE RAILWAY LIST COMPANY
WILLIAM E. MAGRAW. Pres. and Treas.
CHAS. S. MYERS, Vice-Pres. L. F. WILSON, V. P. & Editorial Director
C. C. ZIMMERMAN, Rug. Mgr. OWEN W. M1DDLETON, Editor
J. M. CROWE, Mgr. Central Dist. KENNETH L. VAN AUKEN, Editor
DALTON RISLEY, West. Mgr.
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A Monthly Railway Journal
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Entered as Second-Class Matter June 18, 1895, at the Post Office
at Chicago, Illinois, Under Act of March 3, 1879.
Vol. XXXVIII Chicago, April, 1914
No. 4
CONTENTS.
Editorial —
George Westinghouse
Encourage the General Foreman
Individual Motor Drive for Machine Tools
Making Mechanics
Correspondence
England Losing Big Railway Contracts
The M. C. B. Billing Department
Making Mechanics on the Santa Fe
Jones Waste Cleaner
A Brick Arch in Locomotive Practice
A Mix-up
Railroad Phonetic Spelling
High Speed Passenger Locomotives
Gauging Lift of Air Pump Valve
Air Line Junction Improvements
George Westinghouse
Niagara Frontier Car Men's Association
Past and Present Railroading
Heat-Treated Chrome-Vanadium Steel Tires
Car Coupler Tests, University of Illinois
Special Machine for Steel Car Building
Water Cooling Device for Trailing Trucks
Superheater Flue Welding Machine
Stresses in the Plates of Cast Iron Wheels
Mechanical Conventions for 1914
Gauge for Driving-Wheel Tires
Hydrostatic Test Pump
List of Exhibitors, M. C. B. and M. M. Convention.
Personals
Among the Manufacturers
Journal-Box Packing Guard
Hancock Coal Sprinkler
Car Seal
New Literature
The Selling Side
Reopening of the Southern Hotel
Railway Supply Exhibit in New Quarters
131
131
131
132
133
133
134
135
141
142
142
142
143
144
145
149
150
151
154
155
155
156
157
157
161
162
163
163
165
167
167
167
168
168
168
170
170
George Westinghouse
Of all the honorary titles conferred upon the late George
Westinghouse, none was more full of meaning than that of
"Engineer.' - America has many distinguished engineers, but
as a constructor and inventor Mr. Westinghouse stood alone.
He has left companies bearing his name which are capitalized at
$200,000,000 and give employment to 50,000 people, but all this
is only a fraction of his contribution to civilization, which it
seems has touched nearly every branch of engineering activity.
In the sketch of his life and activities, published elsewhere, one
cannot help being amazed at what he was able to accomplish
in sixty-eight short years. Possibly one of the secrets of his
work was that his mind was unceasingly active; that he was
always interested in all which came under his observation.
A collision between two freight trains suggested to him the
need of having the brakes under control of the engine driver.
An article in a magazine told him of the use of com-
pressed air and the result was that his active mind finally
evolved the air brake. When one problem had been solved
he immediately sought other problems to solve and his mind
continued active until his death. What most men have given
to posterity seems very small compared to what George West-
inghouse has given.
Encourage the General Foreman
The General Foremen's Association, through its secretary,
William Hall, Winona, Minn., has sent a number of letters to
superintendents of motive power, urging that they encourage
their general foremen to attend the annual convention to be held
at Chicago, July 14 to 17. Among other things these letters
state that "if the time spent at the convention would not be
deducted from their annual vacation our membership would
have been increased fifty per cent. A large number of general
foremen would like to become members but they do not feel
that in addition to defraying their own expenses the time
should be deducted from their vacations."
As we have said in these columns previously the General
Foremen's Association has a wide field and a thorough discus-
sion of shop problems by such an organization gives the mem-
bers valuable information which they themselves can put di-
rectly into practice when they get home. The general foreman
is in the shop, on the job, and he can do much towards lowering
the cost of production. It is of course not always possible to allow
the foremen time, but those at the head of mechanical depart-
ments should give these men all the encouragement they can to
attend these conventions.
Individual Motor Drive for Machine Tools
For years the manufacturers of heavy machine tools, such as
are used in the machine bays of railway erecting shops, have
been advocating the use of individual motor drive. Greater
efficiency for their machines is the object in view and this is
obtained by the fact that the machine tool may be operated
to a maximum capacity while at the same time its movements
are directed with greater facility.
The master mechanic or shop superintendent is not, how-
ever, so much interested in the efficiency of any individual
unit as he is in the efficiency of the department or the repair
132
RAILWAY MASTER MECHANIC
April, 1914
shop as a whole. From the entirely mechanical, line shaft
and belt, drive of a few years ago we have passed through the
stage of partial electrical or large group drive to a period of
almost universal electrical drive. This, however, is true only
of the newly laid out shops. Shops which have been in service
for years are not arranged, so far as their machine tools are
concerned, in such a way as to make complete individual elec-
trical drive feasible. Machine tools as built years ago are
not always easily adapted to individual motor drive, especially
when located in crowded quarters. It is always possible, how-
ever, to arrange groups to be driven from motors in such a
way as to have in each group only machines which are prac-
tically all to operate simultaneously. It is nearly as inefficient
to operate only one machine in a large group as it is a few
scattered machines throughout a shop which is entirely me-
chanically driven.
The losses and inefficiencies of the mechanically driven shop
and to a lesser extent of the shop in which the machinery is
divided into large groups, are particularly flagrant under con-
ditions of retrenchment and light work, or under conditions
which drive the shop to over-capacity. The intermediate con-
dition, that is, the period during which the shop is working
evenly and regularly to full capacity, does not show up me-
chanical and large group drives in their poorest light. This
is due to the fact that in times of retrenchment only a part of
the shop forces are engaged and for only short hours. At such
times many of the machines, and sometimes the majority of
the machines, are standing idle and, of course, the proportionate
friction losses of line shaft bearings amount to a high figure,
whereas the machines which are in operation can be operated
by individual motors at practically the same power expense per
machine as when the shop is running to capacity.
Under the conditions which allow of the even full capacity
operation of all machinery, line shaft bearing friction losses
are divided proportionately among all machines, and it is at
this time that the mechanical drive, as mentioned above, is
least inefficient. In the period of a rush of repair work we
have conditions at certain times of the day closely approaching
those resulting from short time work. This is due to the fact
that over-production of one department and under-production
of another will result in the necessity of a great deal of over-
time, which in turn calls for the operation nights and Sundays
of a few machines scattered through the shop, and again indi-
vidual motor drive prevents heavy power loss.
It would seem, therefore, that there is no argument against
the lay-out of a new shop for individual drive throughout except
where machinery is so light that the cost of individual motors
would be very excessive, and it would seem also that during the
present period of dullness in repair shop work that the neces-
sity for rearrangement of machinery in old shops to reduce
to a minimum the amount of line shafting would be an object
towards which mechanical officers should work.
It is seldom impossible to equip the heavier machines with
their own motors, even in the most crowded bay, and a study
of almost any inefficiently mechanically driven shop is sure to
show chance for improvement in this direction. Groups can
be split up in such a way that only machines which are to
operate simultaneously are driven by a single motor, and the
expense of installing such motors, together with the rearrange-
ment work, would not be found excessive when compared with
the power losses and inconvenience of old methods, except
where the power plant itself is not equipped with the neces-
sary generating machinery, and such cases are few and far
between, indeed in most cases this individualization will reduce
rather than increase the current which the engine room is
called upon to deliver.
Making Mechanics
Is there a scarcity of good mechanics in this country? Are
we giving enough attention to the training of men to fill posi-
tions in our shops? These are some of the questions which
have been raised of late years by those interested in shop
operation. Many are of the opinion that there. is a scarcity of
good mechanics and if this is so, then the opportunity for men
to become proficient in shop work must be lacking on many
roads. Turning men into mechanics is a matter of production;
if there is plenty of raw material entering your shop and but
little of the finished product being turned out, something is
wrong with the manufacturing end of your factory. If good
mechanics are not plentiful, something is wrong with the efforts
made to produce them.
Good mechanics are well paid, their work is steady and the
chance for advancement is as good as in other trades. The
average boy, and the average man for that matter, will take
the path of least resistance, however, and if no inducement is
held out to him, he will enter that line of activity which
appears at least to offer him some advantages.
Many railroads have made no efforts to handle apprentices in
their shops and others have paid but scant attention to the
apprentices after once starting them in. It is time for these
roads to wake up. There are some excellent apprentice systems
on various railways of this country and it is a significant fact
that the roads maintaining such systems are noted for the
strength of their organizations.
It is our purpose to run a number of articles on apprentice-
ship systems and we present in this issue an article by F. W.
Thomas, supervisor of apprentices on the Santa Fe system,
which outlines the work being done on that road. That the
system in use on these lines is a comprehensive one is indicated
by the fact that there are at present twenty shop instructors,
nine school instructors and seven joint shop and school in-
structors devoting their efforts to the training of eight hundred
apprentice boys. The complaint is sometimes made regarding
apprentice systems that the boys do not stay with the road
after completing the course and that some other line gets the
benefit of their training. Wherever this is the case, we firmly
believe that something is wrong with the system. One of the
striking statements of Mr. Thomas' article is that after having
had the present system of training apprentices in operation for
over six years, 70 per cent of all the graduates are still in
service. The reason for this is that the apprentices are made
to feel that they are entering an institution; that the road is
offering to them a definite training which will fit them for a
definite field. They know that the officials of the road are
watching them and are interested in them. The fact that some
of the boys are dropped during the first six months also helps
to make the boys feel that the course is something worth while.
The management has shown its wisdom in encouraging the
April, 1914
RAILWAY MASTER MECHANIC
133
formation of baseball clubs, bands and other organizations, for
bringing the boys together as "Santa Fe boys" when work is
for the time being forgotten. This is of inestimable value in
promoting loyalty and making the boys contended. When the
boys have worked together and played together for four years,
it is not surprising that a big majority of them stick to the
Santa Fe. It is work of this sort which builds up a competent
and loyal organization.
There are schools which boys can attend and learn to be
bookkeepers, lawyers, stenographers, doctors and what-not, but
a boy cannot go to a school and learn to be a competent me-
chanic, a foreman or shop superintendent, before ever going
into a shop. Therefore the boys who wish to become competent
shop men in most eases have had to enter a shop and dig out
the knowledge necessary to an intelligent understanding of
their work, as best they could. It is not to be wondered at
that they often took what appeared to be an easier and more
profitable field.
The railways, as the second largest industry in the country,
must make their own mechanics; must offer opportunity to
those who wish to enter their shops, if they want their shops
filled with the best mechanics in the future. A good apprentice
system is a sound foundation for the mechanical department
of any road.
CORRESPONDENCE.
Editor Bailway Master Mechanic —
In the January issue you illustrated on page 15 a pop-valve
that caused an explosion. Will you kindly describe just how
this was arrived at? What bent the adjusting screw in that
manner? Also kindly explain what the other two pop-valves
were doing to allow the explosion to occur. The paper is cer-
tainly a very interesting one and would be still more so if full
particulars of this pop-valve incident were described.
M. I. K.
[A copy of the above communication was forwarded to the
author of the paper and his reply follows. — Editor.]
Editor Bailway Master Mechanic —
In reply to the above will say that the other two pop-valves
were in exactly the same condition as the one shown. Atten-
tion was directed at the meeting to the condition of the adjust-
ing screw, which had the corners twisted off and marks of a
Stillson wrench on it, showing very plainly evidence of abuse.
Views of two of these safety valves were shown at the meeting,
but as they were almost identical it was probably thought
unnecessary to publish both.
FRANK MCMANAMY,
Chief Inspector Division of Locomotive Boiler Inspection,
Interstate Commerce Commission.
THE SAFETY COMMITTEES of the Grand Trunk are doing
most effective work in the prevention of personal injuries, as is
clearly shown by a statement just issued by George Bradshaw,
safety engineer of that system. From September, 1913, to
February, 1914, inclusive, there was a decrease of 46 per cent
in the number of employes killed and a decrease of 16 per cent
in the number injured, including all classes of injury, serious
or trivial, as compared with the corresponding months of 1912
and 1913. The safety movement was put into effect on the
Grand Trunk in August, 1913.
The Northwestern Pacific will build a roundhouse and shops
at San Rafael, Cal. The road has been granted permission to
float a $5,000,000 bond issue.
ENGLAND LOSING BIG RAILWAY CONTRACTS.
The order for ten locomotives just placed in Germany by the
South-Eastern and Chatham Bailway of England raises some
very important issues. Great damage is declared to have been
inflicted recently on the British engineering industry as the
result of orders for locomotives, rolling stock, and general
equipment for Colonial railways and English-owned lines in
South America being given to Continental and American
manufacturers. Quite recently there has also been a tendency
for British railways to order their equipment abroad. In re-
gard to electrical plants, this is understandable enough, since
there does not exist in the United Kingdom, a single electrical
works which could handle the whole of a large electrification
contract without recourse to a foreign factory, but it is not
confined to electrical plant. Locomotive orders have also been
sent out of the country.
It will be of interest to give some actual particulars of eon-
tracts recently awarded to foreign engineering concerns. The
following table, which is by no means complete, refers only to
orders for locomotives placed within the past eighteen months:
No. of Country to which
Name of Railway. Locomotives. order went.
Buenos Aires Pacific 20 Germany
Buenos Aires Great Southern 10 Germany
Antofagasta (Chile & Bolivia) 10 Germany
Egyptian State 5 Germany
Egyptian State 5 Belgium
Egyptian State 5 Germany
South Indian 16 Germany
Cordoba Central 5 Germany
Nigerian Government 8 United States
Assam-Bengal (Gov. Railway) 10 Germany
South Indian 4 Switzerland
South African (Government) 10 Germany
Antofagasta 8 Germany
South Indian 3 Germany
Cordoba Central 28 Germany
South-Eastern & Chatham 10 Germany
The above orders represent a total of 157 locomotives. The
mean value of each locomotive may be placed at between
$17,500 and $20,000 (the locomotives ordered for the South
African Government Railways cost considerably more), but it
will probably be understating the figure to assess the average
value at $18,750 apiece. This gives a total cost of $2,943,750,
and if that be placed approximately at $3,000,000, it can be re-
garded as a conservative estimate. This is not only a big loss
to shareholders of British engineering firms, but a very great
loss to British labor. The locomotive is pre-eminently one of
those manufactured articles, in making which the cost of labor
is a far more important item than that of material. Labor
may, in fact, be responsible for as much as 75 per cent of the
cost of turning out the finished product. But if we take it as
66% per cent to be on the safe side — and this is the lowest
possible estimate — it will be seen that the above orders alone
represent a loss of $2,000,000 on wages to the British working
man. And it is important to note that it is to a large extent
the very highest class of skilled labor that is affected.
In fairness it should be pointed out that when a contract
of the kind is given to a foreign maker there is sometimes a
stipulation to the effect that certain materials shall be of
British origin. For instances, there may be a proviso for the
use of Yorkshire iron. But at best this represents no more
than about 25 per cent of the raw material used, or about a
twelfth of the cost of the finished product. And the stipulation
is not made in every contract. N
The assistant general manager of the South-Eastern and
Chatham Railway, G. B. Hayne, has stated the considerations
which led them, for the first time since their establishment, to
go abroad for rolling stock. To meet immediate requirements
15 four-wheeled coupled bogie locomotives had been obtained
134
RAILWAY MASTER MECHANIC
April, 1914
on loan from the Great Northern Railway, and the object in
acquiring the additional engines being to meet the summer
business, and especially that of the Continental and boat ex-
press traffic. The decision of the directors was not due to a
question of price, but entirely to one of delivery. The British
locomotive and rolling stock firms were so full up at present
that they could not undertake to let the company have the
engines for many months so they had to look about outside to
see whether they could secure them within a reasonable time.
The German company had undertaken to build and supply the
engines by the time they were wanted, and the railway com-
pany would not have gone outside the country at all if this
need could have been met at home. No British firm would
undertake to deliver them by the end of May as required. And
it was not either a question of the German firm being able to
build them better; quickness was the sole deciding considera-
tion. British firms were so full up with work that they could
not take any more. The engines would be of the same type as
if they had been built in England.
THE M. C. B. BILLING DEPARTMENT.
By Herbert Corkran, Billing Instructor, Atlantic Coast Line.
The M. C. B. billing department of most of the large rail-
roads is not given the proper attention it should have by the
head of the car department.
The car department is usually well organized with the ex-
ception of the billing department, which is often supplied with
clerks from various other departments.
The essential way to organize the M. C. B. billing depart-
ment, in order to obtain the best results and save the company
thousands of dollars each year, is as follows:
An assistant to the head of the department, who is a prac-
tical car man and is thoroughly conversant with the M. C. B.
code of rules, with interchange work, piece work, and who
knows how to deal with organized labor.
A billing instructor, who will instruct the car clerks how to
write the repair cards and check to see that repair cards are
made for all work done to foreign cars.
A chief bill clerk to handle the work in the office and with as
many assistants as necessary. By using the billing machines
with the adding attachments, on large roads where the work
is heavy, a saving can be made of two clerks. All the clerks in
the billing department should be practical car men with the
exception of the billing machine operators.
The assistant to the head of the department with the assist-
ance of the billing instructor should train men at the car shops
so they could be promoted to the office in case of vacancies, thus
keeping a practical man on the job and promoting from the
ranks.
By having the billing department organized as above you can
catch and stop the many leaks that would be overlooked by
impractical men and put into the company's treasury thou-
sands of dollars each year.
I have made a personal study of the M. C- B. billing depart-
ment and to bear out my argument that it should be well organ-
ized with practical men, I will cite a few cases of comparison
that I have made recently.
Two repair cards called for the same work, namely, one draft
timber 4 ft. 8 inches long and eight I%"x20" draft bolts at
"A" end. On one card simply showing this information and
charge versus owners for material and seven hours labor, the
billing clerk arrived at the labor from M. C. B. rule 107, which
allows seven hours for one short draft timber and bolts to apply
same. The other card read as follows: one draft timber 4 ft.
8 inches long and eight l%"x20" draft bolts at "A" end; four
draft bolts in old timber and owner's charge for material and
nine hours labor, seven hours for one draft timber and bolts to
apply same and two hours for the four draft bolts in the old
draft timber. The difference in the two cards was two hours
at 28c an hour, which equals 56c.
Two cards were made out as follows: one release valve rod
applied account missing, the card price being 10c; the other
card read, one release valve rod applied account missing and
one cotter key, card price 16c, making a difference in the two
cards of 6c. M. C. B. rule 59 makes a missing release valve
rod an owner's defect. On the first card the maker failed to
show the cotter key and the billing clerk priced same referring
to M. C. B. rule 101, which allows 10c for a missing release
valve rod, and priced the card accordingly. On the second
card the maker did not omit the cotter key, as no doubt he had
been instructed that every time a cotter key was applied to a
foreign car and he failed to show same on the repair card, his
company lost 3c. The man pricing same, being a practical man
and knowing there should be a labor charge for this operation,
referred to M. C. B. rule 111, which allows 3c for applying a
release valve rod.
Two cards reading as follows: one new knuckle pin at "B"
end and card price 20c; the other card reading, one new knuckle
pin and cotter key at "B" end and priced 23c, a difference of
3c in the two cards.
Two cards reading as follows: one brake shaft applied at
"A" end account of broken and charge versus car owner for
labor and material; the other card reading one brake shaft and
cotter key applied at "A" end account broken and charge
versus owner for labor and material, plus 3c for cotter key,
a difference of 3c in the two cards.
Referring to the last two cards, it is a U. S. Safety Appliance
requirement that cotter keys be applied to knuckle pins and
brake shafts. Undoubtedly they were applied in the above
mentioned cases and the man writing the repair cards failed to
show the cotter keys and the billing clerk also failed to detect
these errors.
I have compared a good many cards showing siding and
sheathing applied, and will say that 25 per cent of the cards
failed to show any paint and nails used in making the repairs-.
Had the cards shown these items, they could have been billed
versus car owners, as follows: paint 6c per lb. and nails 3c
per lb.
I have also noted in these comparisons that a good many
cards show running boards repaired or refastened with nails.
The first paragraph in rule 52 reads as follows: "running
boards in bad order or insecurely fastened; bolts, rivets or
screws to be used on parts repaired."
Therefore, when a road makes repairs to a running board
and uses nails, it simply uses its own material, paying the
repair men for the work, and cannot be reimbursed by the car
owner for same because the repairs are not M. C. B. standard.
In the above cases there is a lot of room for the assistant
to the head of the car department and the billing instructor
to do some missionary work instructing the men on the repair
track how to make repairs in accordance with the M. C. B..
rules; also in instructing the car clerks how to write the repair
cards, in order that their company will be reimbursed for all
labor and material expended according to the prices set forth
in the M. C. B. code of rules.
The above are a few examples of the many cases which are
termed' a leakage and can be stopped by giving the proper
attention to the M. C. B. billing department, and having it well
organized.
THE CHICAGO GREAT WESTERN traffic department has
issued a circular on answering telephone calls, stating that it is
desirable to have a uniform method of answering calls and
asking that they be replied to as follows: "Great Western,
Smith talking," with an upward inflection at the end. The
circulai' states, and undoubtedly it is a fact, that it will not
only tend to increase efficiency but will increase the reputation
of the company for courtesy.
John R. Thompson has resigned as master mechanic of the Chi-
cago Great Western, to take the position of senior mechanical
engineer of the central district, Interstate Commerce Commis-
sion valuation board. His headquarters are at Chicago.
April, 1914
RAILWAY MASTER MECHANIC
Making Mechanics on the Santa Fe
By F. W. Thomas, Supervisor of Apprentices, Santa Fe Railway System, Topeka, Kansas.
135
The writer has read the article in the January issue of the
Bail-way Master Meclmnic under the caption of Apprentice
Efficiency, by John Hewitt. While agreeing with him that
there has been a growing scarcity of good mechanics in the
country, we do not agree with him that there does not seem
to be any more system in training apprentices than when he
was a boy. He evidently does not read the railway publications
regularly or else he would have been familiar with the present
advanced system of training and educating apprentices in
vogue on the New York Central Lines, the Erie, Pennsylvania,
Canadian Pacific, Southern Pacific, Santa Fe, and other roads.
Each of the above mentioned roads has a regular system for
educating and training boys who enter their shops as appren-
tices, and the Santa Fe, we think, has the most complete sys-
tem in the country.
tables, chairs, cabinets, models, drawing instruments, etc., all
being provided free by the company for the use of the appren-
tices. The man in charge of this room is known as the
apprentice school instructor. He must be a man both theo-
retically and practically educated. In fact, practically all the
school instructors are men who have been graduated from
some technical college or university and who served an ap-
prenticeship on this road and are, therefore, familiar with the
theoretical and practical operation of each device or part of
locomotive, car, or shop tool.
The subjects taught in the school room are mechanical and
free-hand drawing, sketching, shop arithmetic, the simpler ele-
ments of mechanics and business letter writing. A little trea-
tise on the trade they are learning and the material used
in such trade is also provided for their information. No reg-
One of the New Schoolrooms for Apprentices on the Santa Fe.
At the present time there are ' nine school instructors
twenty shop instructors, and seven joint shop and school in-
structors engaged in educating and training the 800 apprentice
boys on the Santa Fe, and for the benefit of ^Ir. Hewitt and
other readers of the Railway Master Median ie I am glad of
the opportunity of describing our apprentice system.
The Santa Fe apprentice system is composed of two co-
ordinate branches, one known as school instruction, and the
other as shop instruction. The men engaged at the smaller
points having from twelve to fifteen apprentices, and who
have charge of both school and shop work, are known as joint
instructors. At the still smaller points, having from five to
eight apprentices, we have a traveling instructor who visits
two or more places each week, spending two days at each
point.
SCHOOL INSTRUCTION.
At each mechanical point on the system we have a room
in the midst of the shop buildings, but sufficiently removed
to be free of objectionable noises of the shop, this room being
known as the apprentice school room. As its name suggests
it is equipped with the necessary furniture, such ,as desks,
ular text books are used, but lesson sheets (see illustrations)
with practical problems, such as they daily come in contact
with in their trade, are given them. Each lesson contains
some part of the shop tools, locomotive or car, the object being
to keep the boy's mind fixed on the trade he is indentured to
learn and not allow his mind to wander in foreign fields. As
stated, these lesson sheets are simple and practical and are
kept up to date, for having a printer and press of our own
we are at liberty to change these lesson sheets at any time
we see fit.
The apprentices are required to attend the apprentice school
two hours a day for two days a week during daylight or work-
ing hours. It is needless to say that it does not require very
much "making," as our apprentices are always more than
anxious for the hours to arrive at which they can go into the
school room. Each apprentice has his own drawing board, a
full set of first-class drawing instruments, scales, triangles,
etc., and a regular place is provided in lockers for these, all
of which is furnished free by the company and the boy is
paid while attending school. The school hours are generally
from 7:00 a. m. to 9:00 a. m., when the boy is fresh from
136
RAILWAY MASTER MECHANIC
April, 1914
his night's rest. Bettor results are obtained at this time than
any other part of the day.
While night school may have been profitable years ago it
was before this nervous, distracting age. A boy working in
a modern railroad shop for ten hours is practically unfit for
night work or study. There is so much to attract him these
days that we believe that the evening hours should be left
to him for his own amusement and recreation. While the
brightest and most energetic and ambitious boy would prob-
ably make the best of a night school, we do not always have
these boys. It is the average boy with whom we must deal,
and we must make our requirements suit his condition. Six
years of day schooling with two or three yeajs of night work
in our apprentice work has proven the truthfulness of the above
asertion.
SHOP INSTRUCTION.
In the shops where the real practical work must be learned
we have found that in any of our modern shops where the
officers of the shop are vitally concerned in the output of the
shop, the foreman and gang foreman have very little, if any,
time to devote to the apprentices and so for every twenty-
five boys or less, and for each department, we have employed
a man known as the shop instructor, whose sole duties are to
teach and instruct the apprentice while learning his trade. He
is not responsible for the output of the shop or the output
of any machine, but he is there solely for the purpose of see-
ing that the apprentice learns quickly and is taught the most
improved and modern method for each operation. He takes
the boy in hand, starts him out on some small simple machine,
first showing him the different parts of the machine, how it is
controlled or operated, how to avoid certain things in order
that his fingers, arms, or body may never be endangered, also
to be on the lookout at all times for the safety of his fellow
workmen. He is moved from machine to machine, from one
class of work to another class of work (machine to the floor,
floor to bench, etc.), just as soon as he masters each step.
There is no set program for moving or changing the boys
around. Where some boy can master a lathe in 60 days,
another can get away with it in 30 days. It may require him
90 days to master the milling machine, while another will
require six months. It is left entirely with the shop instruc-
tor to say when the boy shall be transferred from one class
of work to another, but the shop instructor is held solely
responsible for the thorough instruction of the boy and he
must be given every class of work in his particular shop during
the four years apprenticeship.
Each boy is provided with a first-class set of tools used
in his particular trade. These tools are purchased at whole-
sale price and sold to the apprentice on small monthly pay-
ments, each apprentice thereby being provided with a uniform
set of tools of first-class quality, and these are replaced free
t£^j/£W
*f ,f vt if
f.T
W 1 ■*>
Apprentices and Instructors at a Mountain Division Shop.
Santa Fe System
Apprentice Schools
Problems, Page 3.
39. (a) Add three hundred six million, four hundred thirty-four
thousand, sixty-three thousand, and five million five thousand five,
(b) From three million three thousand three, subtract one million
six hundred seventy-eight thousand nine.
40. If it takes 54 screws to weigh one pound, how many cases each
requiring 27 screws can be furnished from a stock of screws weighing
38 pounds?
41. Into how many lots of 36 lbs. each, can 3024 lbs. of screws
be divided?
42. A job has required the following labor: 4 men 52 hours each,
3 men 5 hours each, 7 men 12 hours each, and 1 man 3 hours. What
was the total time on the job?
43. If the above job was divided equally among 25 men, how many
hours would each man work?
44. Find the weight of a steel I beam, 18 ft. long, if it weighs 24
pounds per foot of length.
45. At 9 lbs. per foot, what is the total weight of pipe used on a
job of piping which requires the following lengths of 3} in. pipe?
2 pieces each 18 ft. long
6 pieces each 8 ft. long
3 pieces each 5 ft. long
2 pieces each 2 ft. long
1 piece <> ft. long
1 piece 14 ft. long
4<V During a recent month, a blacksmith worked 223 hours at a
rate of 34 cents per hour and received as bonus $30.59. What was the
amount of his check, one dollar being deducted for hospital fee?
47. At 50 lbs. per foot of length, what is the total weight of 675
steel I beams each 12 feet long?
48. A number of these beams were loaded pn a freight car and
found to weigh 27000 lbs. How many beams were in the car?
49. An order calls for 24 steel channels, each 17 ft. long, to weigh
25 pounds for each foot of length. What would be the total weight of
the steel?
50. A steel rail weighing 100 pounds per yard is 30 ft. long. If
its weight be divided equally among 8 men, how many pounds would
each man carry?
Santa Fe System
Apprentice Schools
Page 340
3.
4.
5.
6.
Write out the answers to the following questions and hand to your
Instructor:
1. In passenger cars what kind of wood is used for siding? Buffer
beams? Dust guards? Door frames? Corner posts?
2. In cabinet and furniture work, why is glue used?
What is meant by "cleaning up lumber?"
VVhy is veneering frequently used instead of solid wood?
What kind of wood warps most? Which least?
When would you use nails, and when would screws be prefer-
able?
7. What kind of wood when properly stained, makes the best imi-
tation mahogany? Cherry?
8. How would you prepare work for varnish finish?
9. What kind of sand paper should be used in finishing wood work
for Business Cars? What kind for common work?
10. How would you sharpen a cabinet scraper? How a plane iron?
11. What is the result of changing the position of the cap near
the cutting edge of a plane iron?
12. What do you mean by the set of a saw?"
13 Give the correct name of each part of an iron smooth plane
VVhy is white pine used for making patterns.
How is veneering made and how applied to the head lining of
In cabinet work, what kind of joint is the strongest and most
What is the rrarket price of No. 1 grade of the following:
14.
15.
a car?
16.
durable?
17.
Oak, Yellow Pine, White Pine, Ash, Cherry, Bay Wood, Poplar, Mahog-
any?
18. In building a set of furniture for business car in which you
use 42 pieces mahogany I"xl0"xl2\ what would the lumber cost? Sup-
pose 23 pieces 18 inches long are destroyed. How much money has been
wasted?
19. In all cabinet or passenger car work, why is it necessary for
the lumber to be thoroughly seasoned and dry? Why is the framing of
coaches "blocked?"
20. What causes passenger cars to creak while moving?
21. Which class of work do you prefer, cabinet or coach work?
22. If you have not a mitre box, how would you lay off 45°? 30°?
60°? How can you prove it?
23. What is the most difficult job you have ever done?
April, 1914
RAILWAY MASTER MECHANIC
137
of charge should any defect develop in them. For the safe
keeping of their tools they are furnished, free by the com-
pany, a box in which to keep the tools. These boxes being
made by the apprentices of the cabinet shop.
SELECTION OF APPRENTICES.
Apprentices are selected from boys living in towns and com-
munities adjacent to the railroad and must be between the
ages of 16 and 22, with the exception of some states in which
there is a law requiring boys to be eighteen years of age
before entering a railroad shop. It is very seldom a boy over
21 is employed. We have found that the best results can be
obtained from boys 16 or 17 years of age. They are much
easier handled, more easily taught and can more easily adapt
themselves to the rules and regulations of their surroundings.
The boys must have a common school education, preferably
those who have finished the grammar school. Occasionally boys
who have had meager opportunities, who are bright, indus-
trious and energetic are employed regardless of their educa-
tion. Of the applicant who has had unlimited opportunities
we require much, but where he has had few opportunities we
are very charitable. He shall be required to pass a medical
examination and be free from any organic trouble or chronic
Santa Fe Apprentice Baseball Team at Cleburne, Texas.
Santa Fe System
Apprentice School
Problems Page 40.
©HP
Main
Fig. 13.
Spring Rigging
Back-Intermediate
423. What will be tbe pressure on the top of tbe main driving box, if a weight of
13,000 lbs. is pulling down os tbe end of the driving spring at A. and 13,200 lbs. on the other
end at B?
324. On a locomotive, class 900, the weight applied at tbe equalizer pin is 26,500 lbs.,
how many pounds are being applied to the haneer at eacb end of the equalizer, if dimension I
is 11 inches and T 12 inches? What will be tbe weight on each hanger if X is 11 inches
and T Hi inches?
325 Why is it necessary to have dimension X and T on equalizer of different lengths?
326. On a certain locomotive having spring rigging arranged as sbown in Fig. 13,
the main driving wheels are found to be carrying too much weight. Which way should the
equalizer pin be moved in order to relieve the main wheels of this excess weight? Why?
427. If the weight applied on tbe equalizer pin on a certain locomotive is 26,500 lbs.,
where should tbe center pin bole of tbe equalizer bo located in order to place 200 lbs. more on
the Luger C than B. Tbe end holes on equalizer are 22i inches apact.
ailment. He is examined by the school and shop instructors
who endeavor to ascertain the qualifications of the boy. We
do not care much about the boy's parents so long as the boy
himself is strong and industrious. We have found that char-
acter letters are about the most useless things that can be
written. We ask him a good many questions about himself,
his opportunities, length of time he went to public school,
why he left public school, what work, if any, he was engaged
in before applying for apprenticeship, occupation of his par-
ents, the number in his family, where he spends his evenings,
what recreation he engages in, playmates or companions, and
often talk to him about his best girl. We endeavor to find
out from him as much as possible about himself. This will
often govern our method of handling him in the future.
INDIVIDUAL INSTRUCTION.
We attribute much of the success of our apprentice sys-
tem to the fact that all instruction is individual. While the
boys go to school at certain hours in classes there probably
may not be two boys in the whole class who are studying
the same question or using the same lesson sheets, as each
boy is treated as a unit. The information gathered from the
little examination upon entrance, personal characteristics, his
education and industry are all considered and carefully weighed,
and the boy's instruction is governed by these conditions.
A bright, smart, energetic boy passes along as rapidly as he
learns the subjects and is not held back on account of the
slower and duller boy. The slower and plodding boy moves
along only as he masters his subjects. Each must thoroughly
know the subject, branches or class of work before he will
be moved to another.
PROBATIONARY PERIOD.
The first six months of his apprenticeship is known as a
probationary period. He is given every opportunity to de-
Santa Fe Syst.m
Apprentice Schools
Examinations
Page 202
EXAMINATION FOR GRADUATE MACHINIST APPRENTICES.
26 How is a left hand thread cut?
27. How is a double thread cut. and why is it used?
28. Give the names of the different threads \ou have had ex-
perience in cutting.
2i). Chiefly, what class oi work is termed chuck work?
M. For what purpose are the circular lines found .in nearly all chucks?
31 Why should the threads on the spindle be kept well oiled?
32. If you desired to face a concave semicircular surface in the
lathe and do it accurately, how would you proceed?
33 To machine a very irregular shaped casting in the lathe that
could not be conveniently chucked, how would you , roeeed?
34. How would you determine the speed of a lathe in feet per min-
ute?
35. What is the most difficult operation v ou have done en a lathe?
3K In making runuing fits, drive fits, press tits, etc. are you
governed by any fixed rules? If so. state them: if not, why?
37. Explain how the lathe in case of emergency can be readily con-
verted into a horizontal boring mill?
38. For what class of. work is the turret lathe especially convenient?
39. Is it better to use high speed, light cut and feed, or slow speed,
heavv cut and feed? Wh\?
40. In what respect are planer tools ground different from lathe
tools?
11. What is the most essential thing in setting up planer woik?
42. Why should one use as short a bolt^ a^ possible in clamping down
work?
43. If you were planning a piece of work 24 inches long, would it be
correct to use a 35 inch stroke?
14. 11 nv long a stroke would you use in the above case';
4"). If one of the rail adjusting screws were bent, what effect would
it have?
4<>. How would you plane a (50° bevel?
IT. What is necessary to prevent the tool from dragging on a side
cut?
4* Is a poss i be to perform a radial operation on a planer?
4'.t. Explain briefly how tile above is accomplished.
50. How would you graduate on the planer?
138
RAILWAY MASTER MECHANIC
April, 1914
Apprentice Band at the Topeka Shops.
velop any talent lie may possess and he must show during that
six months' period that he has the qualifications for the trade
he is indentured to learn. Every thirty days after entering
upon his apprenticeship the general foreman of the shop, de-
partment foreman, gang foreman, shop instructors and school
instructor receive a notice that the boy has served one or more
months of his apprenticeship and to pay strict attention to
him in order that they may, at the end of six months, be able
to pass on his fitness to continue his trade. It is a great deal
better that the boy should be dismissed earlier in his appren-
ticeship rather than allowed to draw along the four years
course when he is unfitted for the trade he is endeavoring
to learn.
APPRENTICE BOARD.
In each shop we have what is known as the apprentice
board, a committee composed of the general foreman, depart-
ment foreman, gang foreman, pit foreman, shop and school
instructors. The duty of this board is to pass on all questions
in reference to the apprentices. They pass on a boy's fitness
at the expiration of his probationary period, pass on all appli-
cations for transfer from one shop to another, or from one
trade to another. They recommend what discipline, if any,
is to be administered to the boy for any infraction of the
rules and regulations. This board is a live, active body, anx-
ious to deal out real justice to the apprentice. Each has the
same authority and each shows the same spirit or willingness
to give the boy the best chance or opportunity posible. The
personal prejudice of one man or one member of the board
cuts very little figure. But they are anxious that each boy,
however poor and friendless, may be given full justice. Any
apprentice in the shop has a perfect right to apply to the
board at any time that he deems another official has treated
him unfairly.
DISCIPLINE.
A modified form of the Brown system of discipline is used
for the punishment of apprentices. They are no longer sus-
pended and sent home for any infraction of the rules and
regulations but are penalized on their agreement. If a boy
is late at work, spoils a piece of work through carelessness,
or lays off without permission, instead of being sent home,
as is usually done in most shops, he is simply penalized on
his agreement the number of days he would have ben sent
home. This, of course, lengthens out his apprenticeship all
the way from five to fifty hours for each offense. But if the
boy, after being penalized, pulls himself together and attends
strictly to business and goes six months without any further
discipline, the penalty is removed and he is given a clean
slate. We have found this to be the most fruitful and bene-
ficial method of disciplining apprentices of any scheme we
have tried. Our apprentice agreement, or contract we make
with the boy when we employ him as an apprentice, stipu-
lates that we will give him an opportunity to learn his trade
and our regulations stipulate he shall work ten hours a day re-
gardless of the number of hours worked by other shop employees,
Santa Fe System
Apprentice Schools
No. 255
Make free-hand sketch, tfive correct name. >tate where and for
what i>urpo>e used, material of which U is made, and cost of each article.
41
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4-e
43
44
ILZDi
45
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46
47
M'U'l'UH
48
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April, 1914
RAILWAY MASTER MECHANIC
139
with the exception that thej- may work the apprentices one
half day Saturday. Of course, if the shops should close for
the entire day the apprentices will not work, nor will they
be paid. While other employees may be put on short time in
the shops the apprentices are required to work the regular
ten hours each day.
The general treatment of the apprentice boys on the Santa
Fe is a wholesome one and is a mixture of parental and mili-
tary treatment. We want them to have the very best time
possible while serving their apprenticeship. No one is allowed
to abuse or mistreat a boy and no one is allowed to curse
or swear at a boy. He is not used as a matter of convenience
nor in any sense as a helper in the shop. He is taught from
the very beginning that the trade he is indentured to learn
is the very best possible occupation for him, that he could
not have selected any other work that is better suited to
him. In other words, we endeavor to make him happy and
contented in his work. The influence of our apprentice schools in
the treatment of the boys has shown in the general deportment
and action of the other employees in the shop. It is a common
saying on the Santa Fe that wherever a Fred Harvey House
is built it improves the whole moral tone of the town and it
can be truthfully said that wherever an apprentice school has
been established on the Santa Fe Eailway it has improved the
whole moral tone of the shops.
ATHLETICS.
The company provides an athletic field and the boys are
encouraged to engage in the various contests. Base ball,
foot ball, basket ball, etc., are played in their regular season.
Contests with apprentice teams from other points are regular
features. The apprentices at three of the larger places have
regular brass bands, from 23 to 40 pieces each, also orchestra
and glee clubs.
GRADUATES.
Upon graduating or completing his apprenticeship the ap-
prentice is given a handsome diploma showing that he has
served an apprenticeship in the shops of this company and
that he has become a competent and skilled mechanic, this
diploma being signed by the master mechanic, supervisor of
apprentices and the assistant vice-president, who is the chief
mechanical officer of the system. In addition to this he is
given a draft for $135.00 as a reward for faithful and dili-
gent application during his four-year apprenticeship.
RECORDS.
A full and complete record is kept of the apprentice during
his four-year apprenticeship. The supervisor of apprentices
knows the last day of the previous month the number of
drawings he has made in the school room, the number of
Center, lower row: M. J. Drury, Supt. Shops, Topeka; on his
right, C. W. Cross, Supt. Apprentices, New York Central Lines,
and on his left, F. W. Thomas, Supt. Apprentices, Santa Fe System.
All others, apprentice instructors Santa Fe System.
P'rsonal Characteristics of
Walker, George R. Boiler Maker Apprentice
La Junta t Colorado 9131 hrs
(Please fill out personally, without assistance or knowledge of any other
person, indicating with check mark in column. Mail direct to Super-
visor of Apprentices, Topeka.)
Education ...
Special knowledge
Experience ...
Honesty
Morality
Temperance
Tact
Resource
Reliance
Foresight
Appearance ..
Memory
Energy
Industry _
Initiative ,
Persistence
Assertiveness _
Discipline
Promptness _
Accuracy
Personality
Loyalty
Executive ability.
Shop work
School work
Popularity with authorities...
Popularity with associates
Ls he making good? ^Ay^-
Very Good
S^fc
S
^
S
vS
^
Good
Medium
>/
\S
>/
Poor
Date. DeC,. J!, .1913
Apprenti/e Instructor.
problems he has made, other lessons he has learned, and what
work he has done in the shops. He may do a dozen different
jobs during the month but each is recorded, also the number
of hours he is absent from work for all causes, and four times
during his apprenticeship the shop and school instructors are
required to ■ fill out a blank showing his personal character-
istics, this blank having 28 subjects which the instructors
must grade him on as being "very good," "good," "medium"
and ' ' poor. ' ' They also advise the supervisor of apprentices
at the completion of his apprenticeship if the young man has
shown any qualification for leadership, in other words, whether
he is material for the making of a foreman. Such names as
have the above qualification for leadership are sent to the
mechanical officers and when any need a foreman these young
men are given the preference. The apprentice, after graduat-
■'i\
-24-
T
1
n >
i
DRAW VIEW HERE
SANTA FE
TOOL POST SLIDE
NAME
DATE NO. 36
Simple Drawing Lesson.
140
RAILWAY MASTER MECHANIC
April, 1914
ing, is not forgotten or turned loose. We still keep a watch-
ful eye on him and continue to assist and direct him •when in
need of help. We keep a record of him if he is transferred
to another shop on the system, and even if he leaves the
service we still keep track of him. We know where they
all are today, know what they are doing, even the wages they
are receiving. Seventy-five per cent of all the apprentices
tice is kept in his office and all indentures for apprenticeship
are approved by him. A set of rules and regulations govern-
ing the apprentices are published by the supervisor of appren-
tices and approved by the assistant vice-president and these
rules are applicable to all apprentices. In addition to his
office force all of the large points have one or more school
instructors, who are appointed by the supervisor of appren-
-7L"-
Ciu1iftratenr;\ppiTn lia ^ hi P
SpJUrliisim.fnjiiAa & Santa Jhd\mlhtai^u*iun
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/> rrt{//r////l> S»rumt ccn{{j r&y<^ 1Kttf unftj/?/f
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sm-KKVISOH Of Afl'UKVTn K-,
a^sista:
WKIITTAVT
TO VICE t'KKMIIJXNr
Certificate Given to Santa Fe Apprentices.
or graduates who have left our service have, within six months,
applied for re-instatement.
ORGANIZATION.
The organization of the apprentice department on the Santa
Fe consists of the supervisor of apprentices who has charge
of all matters relating to the apprentices and he reports to
the assistant vice-president in charge of mechanical operation.
He has a central office wherein all lesson sheets, problems, etc.,
are made and sent out. A complete record of each appren-
tices, and each shop has an instructor for every 25 boys, the
sflop instructors being selected by the local shop authorities
with the approval of the supervisor of apprentices. The senior
shop officials are the employing officers, employing all the
apprentices in the shops, but these must be examined by the
shop and school instructors.
RESULTS
The apprenticeship system on the Santa Fe has proven its
efficiency from the very beginning, due primarily to the fact
April, 1914
RAILWAY MASTER MECHANIC
141
that it has the earnest personal and official backing of all
the officers of the companry from the president down. In a
short while the schools became the pride of the local shop,
officials and visitors are generally shown the apprentice school
by the master mechanic with a great deal of pride and pleasure.
The present apprentice system has become a fixture in our
shops and is considered as much a fixture in the shop as the
power house or tool room. If the shop instructor is absent
for any cause for more than a day we generally hear a howl
from the shop foreman as to "when is that instructor coming
back." There has never been the least friction as to con-
flicting authority between the foreman and instructor. They
have always worked most harmoniously, the one helping the
other. In the absence of the foreman for a day or more the
instructor generally runs the shop. In the absence of the
instructor the foreman does all in his power to assist and
instruct the apprentices. The apprentice system on the Santa
Fe has never been considered as a matter of convenience but
has always been treated as a recruiting system for filling the
shops with men of our own making and training. While the
system has been more than sustaining from the very beginning,
this fact alone was never considered.
Set of Tools for Woodworking Apprentices.
During the six and one-half years that our present system
has been in operation 70 per cent of all the graduates are
still in service and 93 per cent of all the boys graduated dur-
ing the year 1913 are in service. About 12 per cent of the
graduates have been given some official position. A great
majority of these have more than made good.
Those interested in the modern method of educating and
training apprentices or considering inaugurating such a sys-
tem will do well to consider that it is necessary to have one
man as head of the system who will have full and complete
authority and general management of the scheme. Also that
the school work must be made entirely practical and free from
college frills and that a full corps of shop instructors will be
a most fruitful branch of the system, that the whole scheme
shall be considered one of recruiting rather than one of con-
venience.
Seventeen years ago one of our mechanical department of-
ficers, who was then master mechanic, realizing the disad-
vantages and drawbacks of mechanics who were not familiar
with mechanical drawing and not haA'ing the opportunity him-
self as a boy while serving his apprenticeship, determined that
the apprentices under his jurisdiction should not be so handi-
capped. He engaged a room and employed a competent in-
structor paying for both from his own pocket and opened a
night school for the apprentices in his charge. It must be a
pleasure to him in knowing that more than half of these boys
have filled official positions on this road, this being evidence
that his efforts were appreciated, and further that his efforts
were a success is evidenced from the fact that today there
are over 800 apprentices on the Santa Fe System who are
being trained by 36 instructors.
[Mr. Thomas will be glad to furnish, through our columns,
any further detailed information desired by any of our readers.
— Editor.]
JONES WASTE CLEANER.
By Isaac Jones, Chf. Inspector, Colo. & Sn. Ry.
About three years ago on our road new packing was used to
repack all journal boxes, the old dirty waste being generally
picked up by the roundhouse men and used to light fires in
locomotives. We ran out of new waste with which to make
packing on one occasion and I put one of the men to shaking
the dirt out of the old packing, resaturating it and using it
over again. At this time the cost per 1,000 miles for freight
car lubrication was 15 cents. I noticed that we were making
;i considerable saving by using the old packing, and so I built
and put into operation a machine for cleaning the packing, first
applying for a patent on the process, which was allowed.
•Tff* ^M
4 *| W%
^rH
' m
Jones Waste Cleaner.
In the photographic illustration the machine is shown with-
out its sheet iron hood. Fig. 4 in the illustration indicates the
perforated cylinder in which the waste is revolved in clean-
ing; Fig. 2 indicates the perforated steam pipes through which
steam is forced at 80 lbs. pressure. The perforations in the
pipes are ^-inch in diameter, are spaced in 6-inches apart and
are staggered so as to blow in all directions inside the cylinder.
Fig. 1 shows the same piping as Fig. 2, entrance being made by
means of brass stuffing boxes through each end of the cylinder.
The bottom frame is enclosed with sheet iron and there is a
sheet iron pan placed under the machine to catch the dirt. We
have organized the Cheyenne Railway Supply Co., Cheyenne,
Wyo., to place the machines on the market. All machines to
be built in the future will have frames of 1 '4 -inch pipe instead
of wood and will be equipped to run by means of a small fric-
tion pulley or crank. The machine shown in the illustration
is the first one placed in service.
This machine has reduced the cost of car lubrication from
15 cents per 1,000 miles in 1911 to 3% cents in 1913-14. We
hardly ever run over 4 cents. The process takes out of the
packing all short dead strands; also all burnt waste, all gravel
and dirt without any loss of oil except what is retained in the
dirt removed. The cost is $3.00 per ton, with a loss in dirt and
burnt waste of 8 pounds per 100 pounds. We save all of the
babbitt metal, our process separating it from the packing. The
machine can be run by power or by hand and occupies a space
4x5 feet.
142
RAILWAY MASTER MECHANIC
April, 1914
A BRICK ARCH IN LOCOMOTIVE PRACTICE.
By L. D. Royer.
The brick arch is a boiler accessory that has had the atten-
tion of railroad men for a number of years, yet it is only
within the last few years that any decided steps have been
taken towards perfecting this device so that its use could be
extended and made practicable under all conditions of locomo-
tive operation.
We all agree that smoke escaping from the stack is a waste,
and the greater the volume of smoke the greater the loss. The
emission of black smoke is a sure indication of imperfect com-
bustion. It is also a sure sign that there is some condition,
either mechanical or human, existing that is detrimental to
combustion and the question is: Can the emission of black
smoke from the stack of a locomotive burning bituminous coal
be prevented and how can it be done?
It must not be assumed from the above statements that the
absence of smoke is a sign of perfect combustion, as there are
invisible gases, which may escape, which have a high calorific
value, but the point I wish to bring out is that the presence of
smoke is a sure indication and one which is readily observed,
while with the invisble gases special apparatus and chemical
analysis is necessary to collect and determine the amount of
combustible gases which are escaping.
A great deal has been written about methods of firing, most
of them good when possible to follow them, but none of them
sufficient to approach perfect combustion in the firebox of a
locomotive.
Bituminous coal, which is used almost exclusively, consists
principally of fixed carbon which burns on the grate with little
or no flame and volatile matter which in different coals differs
greatly in character. It is this volatile matter in coal with
which we are most interested in studying combustion and the
abatement of smoke, so before going further we will discuss
briefly the volatile matter in coal as to its properties.
The bituminous coals yield volatile matter containing large
amounts of tarry vapors and hydrocarbons difficult to burn
without a considerable excess of air and a high temperature.
Visible smoke consists of solid carbon particles and solid or
liquid hydrocarbon particles or "tar vapor."' Both result from
incomplete combustion of the volatile products of the fuel. The
carbon of the smoke is not derived from free carbon in the fuel,
but is deposited by the cooling of hot dissociated hydrocarbon
gases. Flame is a phenomenon accompanying the chemical
union of certain gases, one of which is usually oxygen; and
the incandescent particles made the flame visible. If some of
these particles in the flame are carbon formed by the dissocia-
tion of hydrocarbons, luminosity results, and if the temperature
of these particles is reduced below the point at which they
combine with oxygen, or if sufficient oxygen is not at hand
to effect the union, they fail to unite with oxygen, and pass
off as solid carbon in smoke.
When a coal produces rich volatile gases bearing large
amounts of heavy hydrocarbons, a comparatively large combus-
tion space must be provided to allow the flame to be burned
out before striking cool surfaces; and the flame must have an
adequate supply of air at a sufficiently high temperature if it is
to be burned out in time.
Furthermore, when rich volatile product - ■ i i — till rapidly from
a coal at medium or low temperatures, they must be taken care
of by increased combustion space or by decreased rate of firing.
The essential requirements of smokeless combustion are there-
fore, three: (1) Sufficient combustion space, (2) sufficient air
at a high temperature, and (3) sufficient thorough mingling of
gases and air.
Reduction of boiler efficiency may be due to several causes,
chief among them being loss of sensible heat, loss of cinders,
and loss of combustibles through the stack. That the last
named factor is of large influence it seems safe to conclude
from the general rule that high rate of firing involves increase
of unconsumed combustibles in the stack.
In view of the high rate of firing and the small combustion
space in a locomotive, any refinement that will increase the
combustion space or cause a more intimate mixture of the com-
bustibles in the firebox will decrease the amount of uncon-
sumed combustibles in the stack with a corresponding increase
in boiler efficiency.
The locomotive firebox is always found to be as small as the
grate propertions will permit.
The only thing that can be done in the way of improvements
for this type of furnace is to install a brick arch which divides
the furnace into two compartments, a furnace chamber and
a small combustion chamber, taken from the furnace chamber
space.
The brick arch accomplishes a great deal considering the
limiting conditions. The flame travel is greatly increased,
resulting in a better mixing of gas and air. The temperature
is greatly increased as proven by authentic tests.
The brick arch adds to the firebox capacity and the fireman's
capacity on account of the fact that more complete combustion
forces the coal to yield a higher percentage of its total heat
units.
The brick arch saves coal because of the better combustion
and because of the baffling and retaining effect on the gases
and on the light combustible matter which without the arch
would be drawn through the flues in the form of sparks or
partly consumed combustible gases.
The brick arch abates the smoke and cinder nuisance on
account of the more thorough combustion due (1) to the better
mingling of the gases and oxygen of the air drawn into the fur-
nace chamber and (2) due to the fact that the longer flame
travel gives more time for combustion to be completed before
the gases pass into the flues.
The brick arch affords protection to the flues. This statement
can be verified by inquiring of almost anyone responsible for
the upkeep of flues who has had opportunity to observe the
difference in this respect between engines equipped with an
arch and those not so equipped. — Pere Marquette Magazine.
A MIX UP.
The mess made by some car letterers and numberers in the
repair shops at Denver, Colo., when one set of numbers were
placed on one side of a car and another entirely different set
on the other side of the car may easily be imagined. Con-
ductors found that they had an extra car in their trains.
Tracers could not find the missing car. Finally some freight
conductor who had drawn the "hoodoo car" thought to investi-
gate and discovered the error. The mistake had gone unde-
tected for nearly eighteen months and had caused inestimable
trouble to the operating and traffic departments. — Railway Record.
RAILROAD PHONETIC SPELLING.
Albert Kern, of the Western Union Telegraph Company, tells
this one:
' ' Some years ago I was agent at a small station in Texas
through which the International & Great Northern Railroad ran.
One day a typical backwoodsman was standing on the station
platform intently watching, perhaps for the first time in his
life, an engine switching cars in the yards. On the tender
were the letters 'I. & G. N.,' meaning International & Great
Northern. He spelled the letters over slowly to himself and
then said: 'I-&-G.-N? That's a of a way to spell engine,
ain't it?' " — Dtiston Crucible.
The Illinois Central will build a hospital at Chicago for its
employes costing $400,000. A building permit has been issued,
and it is expected that work will start in the near future. The
hospital is to be located at Fifty-eighth and Stony Island
avenue.
April, 1914
RAILWAY MASTER MECHANIC
143
HIGH SPEED PASSENGER LOCOMOTIVES.
Oakland, Antioch & Eastern Railway.
Business has increased so rapidly since the opening of the
Oakland, Antioch & Eastern that in order to cope with the
heavy through passenger traffic between San Francisco and
Sacramento it has been necessary to place in operation two
62-ton electric locomotives. The use of electric locomotives .
for hauling passenger trail cars instead of using multiple-unit
cars is a new and noteworthy departure in the electric railway
field. The phenomenal growth in traffic mentioned above is
largely due to the opening up of new territory which has been
heretofore practically inaccessible to the Bay Cities except by
long round-about steam route.
The locomotives are of the 2-4-U articulated truck type and
each is equipped with four Westinghouse No. 308-D-7, 250 h. p.
600-1200 volt commutating pole motors and ''type HLF unit
switch control.
Each locomotive when operating at a balancing speed of
approximately 56 m. p. h. is capable of hauling "a train of five
steel passenger trail cars, weighing 37.5 tons each, on a level
tangent track with 1,100 volts direct current on the trolley.
With only three of these cars one of these locomotives under
the same track conditions is able to attain a balancing speed
of about 60 m. p. h.
The mechanical parts were built by the Baldwin Locomotive
Works. There are two articulated trucks, each having six
wheels, four of which are drivers, making a total of eight
drivers per locomotive. Each group of wheels consisting of
two pairs of driving wheels and one two-wheeled radial truck
has an independent frame. These two truck frames are con-
nected together with an articulation link. The cab is mounted
on a separate frame, which is supported on the truck frames
by eight spring loaded friction plates, no drawbar pull being
transmitted through the cab. The cab center pins carry no
weight and are used simply to maintain the position of the cab
with respect to the trucks.
The truck side frames are steel castings of the steam loco-
motive type, 3% inches wide, with their centers 76 inches
apart transversely. These frames have renewable wearing gibs
on the pedestals, and are designed in accordance with steam
locomotive practice, except that in the present instance it is
unnecessary to use a tempered pedestal and wedge. The two-
wheeled trucks under the ends of the locomotive are of the
modified Rushton type with radius bars, and are equalized with
the driven wheels. In each group of wheels the equalization
is continuous on both sides of the locomotive.
The truck frames are strongly braced transversely at each
end, and also at two intermediate points. The crossties at the
inner ends of the frames have radial faces which bear against
each other. These crossties are provided with spring buffers
placed 38 inches apart.
In negotiating curves the inside buffers are compressed, thus
tending to restore the alignment of the frames after the curve
has been transversed. These buffers, being in contact at all
times, also help to promote steady riding when passing over
rough tracks. •
The cab underframe is a built-up structure composed of chan-
nels, plates and angles. The longitudinal sills are four in num-
ber and they consist of 8-inch channels which have a length
of 33 feet, 11% inches. The width over the outside channels
is 8 feet 10 inches. This structure is spring supported at eight
points, four on each truck frame. The end supports are 37
inches apart transversely, and the center supporters 90 inches
apart. Longitudinally these center supports are placed close
together as they are mounted near the ends of their respective
truck frames. With this arrangement a minimum amount of
shock is transmitted to the cab frame when the locomotive is
running, and at the same time the trucks are maintained level
under conditions of weight transfer due to the high tractive
effort exerted by the motors. The center pins which hold the
cab frame in alignment with the trucks are 14 feet 8% inches
Electric Locomotive, O. A. & E. Ry.
apart. One of these pins is allowed a limited amount of longi-
tudinal movement in the center plate on the cab frame. This
is in order to compensate for the varying distance between
truck centers when the locomotive is traversing curves, and to
relieve the cab frame from buffing shocks.
The cab is of steel plate with a hardwood floor. It is ar-
ranged for double end operation and is provided with a con-
venient arrangement of doors and windows. These are of such
size that all the cab equipment can be removed through them.
All walking platforms outside the cab are of rolled steel checker
plate, and the arrangement of steps and handholds conforms
to the requirements of the International Commerce Commission.
These locomotives are equipped with headlights, pilots and
automatic couplers at each end. The couplers have radial draw-
bars, which are provided with centering springs. This is an
important feature, as in service these locomotives traverse
curves of 100-ft. radius. The equipment also includes air
sanders front and back and combined air and hand brakes on
all driving wheels. One standard locomotive bell and two air
whistles are supplied. The driving wheels have cast iron cen-
ters with steel tires shrunk and bolted, while the truck wheels
are of rolled steel.
The principal dimensions of these locomotives are as fol-
lows:
Gauge, 4 feet 8% inches.
Wheel base, rigid, 7 feet 4 inches.
Wheel base, total, 31 feet.
Driving wheels, diameter outside, 42 inches.
Driving wheels, diameter center, 37 inches.
Driving journals, 5 inches by 9 inches.
Truck wheels, diameter, 30 inches.
Truck journals, 4% inches by 8 inches.
Width overall, 10 feet.
Height to top of cab, 12 feet.
Length, center to center of coupler knuckles, 39 feet.
Weight on driving wheels, 86,000 lbs.
Weight, total engine, 124,000 lbs.
In the right-hand corners of the cab are mounted the master
controller, engineer's brake valve and sander valves. These
locomotives are designed for double-end operation. The reversers
or series parallel switches are placed next to the floor, the switch
groups and line switches directly over them, and the resisters
directly over the switch groups under the roof.
The grid resistors are mounted in the main cab over the
switch groups and are enclosed in a steel cabinet open at the
bottom and provided with hinged doors on each side, so as to
provide easy access.
Ventilators are provided in the roof over the resistance
144
RAILWAY MASTER MECHANIC
April, 1914
cabinet of such a type as to give free egress to the heated air
and to prevent rain from entering.
Forced ventilation is supplied by blowers mounted on the
extended shaft of the dynamotors.
The advantages of this centralized arrangement are numer-
ous, and may be briefly summed up as follows:
All the control apparatus is assembled compactly in one part
of the locomotive instead of being scattered in different
locations.
The switch groups are located in such a position that they
are readily accessible from all sides and they are at such a
height that a man can get at them freely without working in
a cramped position, or inside the hood.
Each locomotive is propelled by four Westinghouse electric
250 horsepower motors. These motors are of the commutating-
pole box frame type arranged for field control.
The field of each motor has four coils, each of which is
divided into two parts, one having a greater number of turns
than the other. However, these two coils are insulated from
one another, but bound so as to make one unit. Since these
motors are of the field control type the field coils are con-
nected in two circuits, one made up of the coils having the
larger number of turns and the other of the coils with the least
number of turns. In accelerating where a large tractive effort
is needed, both these field circuits are connected in series, thus
giving a strong field; and after the motors get up to speed the
circuit containing the coils with the fewer number of turns is
cut out; then the motors operate on short field.
Two dynamotors are mounted on each locomotive. These
operate the compressor and blowers and supply the required
amount of 600-volt direct current for lighting the passenger
cars, the locomotive, headlight and for operating the control.
Each compressor has a capacity of 35 cubic feet of free air
per minute.
The air brake, built by the Westinghouse Air Brake Com-
pany, are of the type EL especially designed for electric loco-
motive service.
GAUGING LIFT OF AIR PUMP VALVE.
By J. A. Elliott, Air Brake Fmn., I. C. B. B.
When repairing air pumps it is very necessary that air valves
have a correct amount of lift. The best of mechanics are apt
to make mistakes when measuring for the lift of air valves,
and when this job is given to the apprentice the chances for
mistakes are greater. The gauges in the accompanying sketches
were made to overcome all this trouble. They are so complete
that there is absolutely no chance to make mistakes, and this
work could, if necessary, be performed as well by a sweeper as
by a mechanic.
The quarter inch pin in the center is held secure when
adjusted by a 3/16th inch set screw. This pin is exactly the
same length as the two legs of the gauge, and thus requires
only one adjustment to gauge the lift of a valve, there being
used a small brass button the thickness of which is equivalent
to the lift of the valves which you are gauging. It is necessary
to have two gauges, one for the lower cage and one for the
upper cap.
When using the cage gauge shown in Fig. 1 place the upper
ends of the gauge legs against the cage joint of the pump cylin-
der and gently push pin in until it touches the valve boss in the
cylinder. Then secure the pin in this position by means of a
set screw. Now with valve in position in cage and brass button
on top of valve, the pin should just touch the button when
lower ends of gauge legs are placed on joint of the cage, as
shown in Fig. 2.
When using the cap gauge shown in Fig. 3, place the valve
on the upper seat in cylinder and place the upper ends of the
gauge .legs against cap joint on cylinder and gently push the
pin in until it touches the valve. Secure the pin in this posi-
tion by means of the set screw and with the brass button on
the cap boss the pin should just touch the button when the
lower end of the gauge legs are placed on the joint of cap
shown in Fig. 4. The dimensions of these gauges are made to
suit the cages and caps of the different sizes of pumps.
THE UNIVERSITY OF ILLINOIS has just concluded the
series of tests which have been in progress at its locomotive
testing laboratory on the Illinois Central consolidation type
freight locomotive No. 958.
This engine was furnished by the Illinois Central for the
purpose of these tests and was placed in the laboratory about
a year ago. Since that time many tests have been made by
both the faculty of the college of engineering and students in
the railway courses. The highest speed at which any tests were
made was 45 miles per hour. The greatest tractive effort regis-
tered was 30,000 pounds, while the highest horsepower developed
was 1,650.
The tests were conducted primarily to increase the efficiency
of the locomotive performance. Considerable work was also
done during their progress to improve the running of the loco-
motive. The data secured is now being worked up by the mem-
bers of the railway department and the results of the tests will
soon be known.
The Southern is preparing to make an initial expenditure of
$750,000 for classification yards and shops near Birmingham,
Ala. The company owns 112 acres of land near that city which
will be used for this purpose. Work will begin at an early
date on the locomotive and car shops, and it is expected that
the total cost when complete will be about $1,500,000.
i •
i |
i J.
i i
L.J
in t
- g " Round
Pin
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it "a e
ocre*
1"
S
+
*j
%'
<- d& f 1G j
Gage for Air Valve Cage.
FIG. B.
Oage Applied to Cage,.
i i
i i
V<-
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■ i
u
i
jcretr
J' 'Round
Pin
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8
o
-KVi
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FIG. J-
Oage for Air Valve Cap
FIG. 4.
Gage Applied to Cap.
Device for Gauging Lift of Air Pump Valves.
April, 1914
RAILWAY MASTER MECHANIC
145
Air Line Junction Improvements
The Lake Shore & Michigan Southern is now constructing at
Air Line Junction, O., new engine terminal facilities and freight
car repair shops to take care of all freight engines and cars
which converge from divisions east and west of Toledo. The
engine terminal facilities include one 90-foot 27 stall engine house,
one 105-foot 13 stall engine house, machine shop, power house,
sand house, coaling plant, cinder pits, etc.
ENGINE HOUSES.
The 27-stall engine house is 90 feet deep. There are two 13-inch
brick fire walls dividing the house into three sections of nine stalls
each. This building is used for giving light repairs to heavy
freight engines. No drop pits are provided. Eoom for the
extension of 17 stalls to this house has been provided for.
The 13-stall engine house was made 105 feet deep in order to
give adequate space for repairs to Mallet type locomotives. It is
provided with both driving wheel and truck wheel drop pits.
The driving wheel drop pit is equipped with an eight-ton pneu-
matic jack mounted on a four-wheel narrow gauge carriage
which is actuated by an air cylinder attached to wall of pit. The
truck wheel drop pit is equipped with a three-ton pneumatic jack
mounted on a four-wheel carriage which is actuated by hand.
Room for extension of 33 stalls to this house has been provided for.
Both the 17 and 13-stall houses have a maximum height of 22
feet from top of rail to bottom of roof truss. Foundations are
made of concrete; walls of brick; roof trusses, window frames
and columns of wood; smoke jacks are made of asbestos board.
The wood is used in construction on account of the deterioration
of structural steel, due to the gases and moisture from the engines.
Composition roofing is used throughout. Great care was taken
in designing the buildings to provide all the natural light possible,
and also allow the smoke and gases to escape quickly. In addi-
tion to the ordinary windows there is a monitor roof which
extends all around the house. This has large windows in either
side affording excellent natural light in center of house. The
windows in the outer wall are of the triple sliding sash type.
The windows in the monitor are of ib?. double sliding sash type.
The engine pits are made of concrete, heavily constructed, the
bottoms being lined with selected hard burned foundation brick.
Walls have cast iron coping on top which forms a base and anchor
plate for 80-pound rail. Tor the 27-stall engine house they are
65 feet long, 3 feet 10 inches wide, 3 feet 2 inches deep at high,
with slope of y s inch per foot. For the 13-stall engine house they
are of the same dimensions as above, except they are 78 feet long.
HEATING AND VENTILATING.
The heating system is of the indirect type furnished by the
Green Fuel Economizer Co. It consists of three separate units,
two for the 27-stall engine house and one for the 13-stall engine
house. Each unit contains a heater, fan and engine. The heater
has 8,875 lineal feet of 1-inch pipe, in five sections, which has a
heating surface of 2,960 square feet. The fan wheel is 10 feet
in diameter by 55 inches wide at periphery and delivers 75.000
cubic feet of air per minute when running at a speed of 150
R. P. M., and is driven by a 11 x 14 inch 35 H. P. horizontal steam
engine.
With the above units a complete air change can be made every
eight minutes. A temperature of 65 degrees is maintained within
the house when the outside temperature is 10 degrees below zero,
and 25 per cent of the air passed through the heater is drawn
from the inside of the engine houses and recirculated.
The air ducts from fans to engine pits consist of one large
main duct which extends around the outer circle of engine house
with branch leading to four screened inlets at each engine pit.
The heating units are housed in separate buildings located 18
feet from engine house, two units being located in building adja-
cent to 27-stall house and one unit located in building adjacent
to 13-stall engine house.
LIGHTING.
Engine houses are illuminated by 250 watt tungsten lamps with
white enameled steel Holophane reflectors hung 15 feet above
floor. One row is hung near outer circle of building and one row is
hung in center between pits. On the 27-stall engine house there
are six 250 watt lamps with Holophane reflectors hung over
doors on outside of house, and on the 13-stall engine house there
are three 250 watt lamps with Holophane reflectors hung over
doors on outside. These are for the purpose of illuminating
tracks between turntable and engine house. Plug boxes are located
on posts and suitable places on walls for hand extensions.
PIPING.
The piping in the engine houses consists of washout, filling,
blowoff and cold water system, steam blower, and compressed air
lines.
The washout, filling, blowoff and cold water piping is carried
overhead on rollers with suitable drops located on middle row of
posts throughout engine houses; also flexible connections are
provided overhead for blowing off and filling through dome of
engine. The main blower line is 3-inch with 1-inch flexible drop
at each pit. The main air line is 2*4-inch with 1-inch flexible
drop located on middle row of posts throughout engine houses.
TURNTABLES.
Both engine houses are equipped with turntables 90 feet long
driven by electric tractors furnished by Geo. P. Nichols & Bro.,
Chicago. Each tractor is equipped with a 22 H. P., 440-volt,
3-phase, 25-cycle alternating current motor.
ENGINE HOUSE OFFICE.
This building is of the same general construction as the engine
house, and is located at end of 27-stall engine house, and adja-
cent to cinder pits, thereby being conveniently located for engine-
men and firemen to get to register room. The building is 18 feet
wide by 62 feet long and divided into rooms for the following:
Despatchers, bulletin, register, engine house foreman, road fore-
man of engines, chief clerk and filing.
The building is heated by direct radiation, using low pressure
steam and wrought iron pipe radiators, and is illuminated with
25 and 60-watt Mazda lamps with Holophane reflectors.
MACHINE SHOP.
This building is located between the two engine houses and is
of the same general construction as the engine houses, except
that the roof trusses are of steel instead of wood. It is 62 feet
6 inches by 250 feet, and also includes the blacksmith shop,
heater room, tool room, store room, oil house, electrician's room,
locker room, toilet rooms, examiner's room, waiting room and
bunk room. The bunk room is located on the second floor over the
five last named rooms.
The machine shop occupies an area of approximately 7,775
square feet. In one end is located an erecting pit. Tracks lead
from this to each engine house. The pit is served by two Shaw-
Electric 75-ton cranes used for lifting engines. The hoisting
machinery is stationary but the bridge is traversed by hand, the
controller for hoist being located on the floor. The balance of the
machine tool equipment consists of a 4-foot radial drill, 24-inch
shaper, 30-ton hydraulic press, 48-inch engine lathe, 18-inch
engine lathe, two 10-inch engine lathes, No. 4 belt cutter, 32-inch
by 32-inch by 9-foot 8-inch planer, 2-inch by 18-inch double
emery wheel. Machines are arranged in one group and driven by
a 15 H. P., 4401volt, 3-phase, 25-cycle alternating current motor.
The blacksmith shop is 20 by 50 feet and contains the following
equipment: 200-pound Bradley hammers, two 5-foot standard
forges, two anvils, 1,000-pound jib crane, No. 7% Buffalo blower.
Blower and Bradley hammer are driven by a 10 H. P., 440-volt,
3-phase, 25-cycle alternating current motor.
The heater room is 18 by 60 feet, floor line of which is 5 feet
below that of machine shop and engine houses. It contains two
tanks each 10 feet in diameter by 20 feet long, one for storage
146
RAILWAY MASTER MECHANIC
April, 1914
Scale of Feet
Layout of Terminal at Air Line Junction.
of hot water for filling boilers and the other for storage of
washing out water. In connection with these tanks are two
14 by 10 by 12-inch duplex pumps, one for filling and one for
washing out. The system was furnished by the National Boiler
Washing Co.
The machine shop building is heated by direct radiation, steam
being supplied to pipe coils at 5-pound pressure, and is illuminated
with 25 to 100-watt Mazda lamps with Holophane reflectors.
OIL ROOM.
This room is provided with a basement for the storage of the
various kinds of oil, except the fuel oil, which is stored out in
yard in two 6,000 gallon tanks. Bowser long distance pumps are
located in the store room for drawing the oil. The first floor is
used for shifting oil barrels when storage tanks are filled by grav-
ity from the barrels. A balcony 18 feet 7 inches by 18 feet is
located 9 feet 6 inches above first floor for the storage of baled
waste. A suitable hoist on a runway directly over balcony is
provided for lifting the bales. Track boxes are located outside
of oil houses on service track so that tanks can be filled with oil
from tank cars.
The following oil storage is provided for : 12,000 gallons of fuel
oil, 3,300 gallons of headlight oil, 1,500 gallons of signal oil, 1,500
gallons of valve oil and 1,500 gallons of car oil.
POWER HOUSE.
This building is 44 feet wide by 84 feet 4 inches long, floor
line of which is 8 feet six inches below ground. This section
below ground line and foundation is built of concrete, while the
upper walls are brick. The roof trusses are of the Fink type,
made of steel. The elevated ash storage bin is also made of
steel. The power house equipment includes three McNaul hori-
zontal water tube boilers, 250 H. P. each, fed by Taylor three-
retort stokers, two 10 by 6 by 10-inch Canton-Hughes outside
end packed plunger type feed water pumps, one Cochrane open
type feed water heater, one Ingersoll-Eand 1,500 cubic foot air
compressor driven by a Westinghouse Company's self -starting
249 H. P., 4,000 volt, 3-phase, 25-cycle synchronous motor mounted
on main shaft of machine. An after-cooler and storage tanks
for air are located outside of power house. The ash hoist is of
the skip-bucket type actuated by air and is located in front of
boilers. A suitable ash storage bin has been provided directly
over ash hoist. Natural draft is obtained by a 150 feet by 6
feet 6 inches brick chimney.
Electric current for all purposes is purchased from the Toledo
Railways & Light Co., and supplied to the switchboard at 4,000
volts, 25-cycle. This is transformed to 440 volts for power and
110 volts for lighting. All high-tension circuits are controlled by
oil switches with automatic release.
SAND HOUSE.
This building is 14 feet wide by 103 feet long and Is con-
structed of concrete and wood, having a gTeen sand storage of
440 cubic yards. The dryer is of the gravity type heated by
steam, the drying space being 6 by 13 feet with two receiving
tanks beneath these tanks have semi-automatic valves so that
when air is admitted sand is elevated into storage tanks which
are located on coal chute.
COALTN i STATION.
This structure is built of structural steel with corrugated iron
roof and sides and concrete pits and foundation. It has storage
bins of 1,000 tons capacity, seven 20-ton scale hollers, three 10
cubic feet dry sand storage tanks, two continuous conveyors
which handle 75 tons of coal per hour, and driven by 35 H. P.,
440-volt, 3-phase, 60-cycle motors. There are also four feeders
which feed the coal from track hoppers to crushers which are
driven by 5 H. P., 440-volt, 3-phase. 60-cycle motors. It also
April, 1914
RAILWAY MASTER MECHANIC
147
Layout of Terminal as Air Line Junction (Continued).
has four track hoppers served by two tracks, equipped with two
coal crushers, driven by 25 H. P., 440-volt, 3-phase, 60-cycle
motors. Engines can receive coal or sand from seven different
tracks. The machinery was manufactured by the C. "W. Hunt Co.,
and the station was built by the Phillips-Lang & Co.
CINDER PITS.
The cinder pits are of the L. S. & M. S. standard, double track,
open side type, with depressed tracks between, one 200-foot pit
and 40-foot pit being located at each engine house. Space has
been provided for extending the 40-foot pit to 200-foot long. There
is also a 200-foot pit provided adjacent to classification yards.
This pit is used for handling yard engines and through freight
engines which are not required to be brought into engine houses.
The pits are constructed of concrete lined with vitrified paving
block, the outer rails being supported on concrete walls and inner
rail supported on "I" beams and cast iron chairs. The floors
of pits are sloped ts inch in 12 feet so that water will run off
easily. Suitable catch basins for water have been provided for
at ends of pits.
CINDER PIT TOOL HOUSE.
This building is located adjacent to cinder pits and is con-
structed of concrete and brick with wooden roof. It is divided into
three compartments, one for locker and service room for cinder
pit men, the other two for storage of tools, etc., taken from engines
at cinder pit. The building is heated by high pressure steam
through pipe coils.
hostlers' building.
This building is located adjacent to coaling station and con-
structed of concrete and brick with wooden roof. It is used for
hostlers' lockers and service room. The building is heated by
high pressure steam through pipe coils.
water system.
Two 100,000-gallon water tanks 30 feet in diameter by 24 feet
high are provided at engine houses, penstocks are provided near
coaling station and also on outgoing engine tracks. Ample fire
protection has been provided for in all buildings and throughout
yards.
Freight Car Repair Shops and Yards for Repairing Wooden
Cars.
This group consists of a heavy car repair shop, wood mill,
machine shop, blacksmith shop, brake beam shop, dry lumber shed,
storehouse, including oil room, also an office on second floor ; build-
ing including paint, tool, tin and oil rooms, air brake shop, mess
and toilet room in repair yards, general toilet building, finished
material shed, power house, light repair yard, lumber storage, bad
order car storage, etc.
CAR shop.
This building is 243 feet wide by 441 feet 3 inches long and
23 feet to top of crane rail. It is constructed of concrete, brick
and steel; the roof construction is of the monitor type, thus
affording excellent light in all parts of shop. Steel sash is used
throughout. There are 12 repair tracks with standard gauge indus-
trial track between every pair of tracks. These industrial tracks
connect with all the other shops in group by means of turntables.
Three twenty-ton cranes are provided in this schop for general
service. Cranes are manufactured by the Cleveland Crane &
Engineering Co.
wood mill.
This building is 61 feet 6 inches wide by 163 feet 2 inches long.
Foundations are of concrete, walls of brick, roof trusses of steel
and floor of wood. A wide monitor extends the entire length of
roof and has windows on both sides. Following is the list of
tools which are in this shop:
One 14 by 20-inch planer and matcher, one 4-side 12^by 18-inch
planer; one 42-inch band saw; one 36-inch cutoff saw, one 16-inch
jointer, one 24-inch by 4-foot planer, one 20-inch wood turning
148
RAILWAY MASTER MECHANIC
April, 1914
lathe, one 36-inch swing cutoff saw, one extra range heavy auto
car gainer, one comb vertical and radial car borer — 5 spindle, 3
vertical and 2 radial, 1 band, rip and re-sawing machine — capacity
24 inches wide, 12 inches thick.
MACHINE SHOP.
This building is 61 feet 2 inches wide by 91 feet 2 inches long;
foundations are of concrete, walls of brick, floor of wood and roof
truses of steel. A wide monitor extends over roof, having windows
on both sides. Industrial tracks are brought in this shop close
to journal lathes, so that wheels and axles may be handled with
least possible movement. A 6-inch 12*4 -pound I-beam for trolley
is also provided for the unloading of material which comes from
blacksmith shop.
Following is the list of tools which are in this shop:
2 36-inch drill presses.
1 32-inch drill press.
2 l^-inch triple head bolt cutters.
1 2-inch single head bolt cutters.
1 24-inch shaper.
1 3 by 16-inch emery wheel.
1 double journal turdning lathe.
1 6-spindle nut tapper.
1 18-inch by 8-foot engine lathe.
BLACKSMITH SHOP.
This building is 71 feet 10 inches wide by 127 feet 6 inches
long. Foundations are of concrete, walls of brick, and cinder
floor, and roof trusses are of steel. A wide monitor extends over
roof having windows on both sides. A 22-inch jib crane is pro-
vided to serve the 1,500-pound steam hammer.
Following is the list of individual motor driven tools which are
in this shop:
12 300-pound anvils.
12 5-foot forges.
1 combination punch and shear, 36-inch shear end and 48-inch
punch end.
1 friction saw, capacity 15-inch I-beam or its equivalent.
16 by 10-foot furnace.
1 4 by 8-foot furnace.
1 1,500-pound steam hammer.
1 200-pound Bradley hammer.
2 6 by 10-foot face plates.
1 punch, 21-inch throat.
1 3 by 16-inch electric driven emery wheel.
1 pressure blower, 4,000 cubic feet of air per minute.
BRAKE BEAM SHOP.
The construction of this shop is similar to the blacksmith shop.
It is used for repairing steel brake beams of all kinds. Coupler
yokes are also taken off and applied here.
Following is the list of tools which are in this shop :
1 iron shear.
6 5-foot forges.
1 3 by 7 by 4-foot double end furnace.
1 coupler pocket press.
1 24-inch drill press with sliding head.
6 300-pounds anvils.
1 pressure blower, 4,000 cubic feet of air per minute.
1 3 by 16-inch emery wheel.
DRY LUMBER SHED.
This building is a frame structure 50 feet wide by 160 feet long
with concrete foundation. The roof is of the shed type with
monitor extending full length of building. On one side of this
building is located a door shop 15 feet wide by 69 feet 10 inches
long in which ear doors are repaired.
Following is the list of tools which are in this shop:
1 2spindle horizontal boring machine.
1 No. 3 self -feed rip saw.
1 16-inch cutoff saw.
1 24-foot cutoff saw.
STOREHOUSE, OFFICE AND OIL ROOM.
This building is 47 feet 2 inches wide by 318 feet 10 inches
long. It is constructed of concrete and brick and has a shed type
roof. On one end of building is a second floor on which is located
the general foreman of shops and his assistants, also file and
record rooms. In the other end of the building there is an oil
room 15 feet 9% inches wide by 45 feet long, in which is stored
barreled oil and baled waste.
A 12-foot receiving platform is provided on one-side of building
and an 8-foot delivery platform on the other side; also large
storage platforms at each end of building. The platforms and
first floor of building are 4 feet above top of rail. Platforms
and floor are composed of 4% inches of concrete covered with iy 2
inches mastic finish.
PAINT, TOOL, TIN AND OIL ROOM.
This building is 32 feet- 2 inches wide by 141 feet 2 inches
long. Foundations are of concrete, walls of brick, roof is con-
structed of 8-inch "l"< beams covered with concrete slab and
composition roofing. Floors are of 2-inch yellow pine, except oil
rooms and paint rooms, which are cement. Nine-inch walls
divide off the rooms. Each room is entered by outside doors.
AIR BRAKE SHOP.
This building is 27 feet 2 inches wide by 37 feet 2 inches long.
Foundations are of concrete, walls of brick, roof trusses of wood,
floor of 2-ineh yellow pine. This shop is equipped with one
improved M. C. B. standard triple valve test rack and one 3-inch
pipe cutting and threading machine.
MESS AND TOILET ROOM FOR REPAIR YARD.
This building is 25 feet wide by 225 feet 9 inches long. Founda-
tions are of concrete, walls of brick, roof of 12-inch "I" beams
covered with concrete slab and composition roofing. Floor is
4% -inch concrete slab with 1%-inch smooth finish. The toilet
room occupies a space of 25 feet by 36 feet and has a 5-foot
basement under entire room. This basement is used for access to
pipes and traps. In this building are suitable tables, benches,
lockers and toilets to accommodate 314 men.
The general toilet building is 25 feet wide by 62 feet 2 inches
long and is similar in construction to mess and toilet room in
repair yard. It has toilet facilities to accommodate about 400
men.
POWER HOUSE.
This building is 41 feet 4 inches wide by 42 feet 2 inches long,
and is of the same general construction as machine shop. This
equipment consists of one 210 H. P. locomotive type boiler, one
open type feed water heater, two feed pumps and one Ingersoll-
Eand 1.500 cubic foot air compressor driven by a "Westinghouse
Company's self -starting 249 H. P.. 4,000-volt, 3-phase, 25-cycle
synchronous motor mounted on main shaft of machine, an after-
cooler and storage tanks for air are located outside of power
house; natural draft is obtained by a 3-foot 6-inch diameter by
80-foot steel stack. Space is provided in power house for an
additional future boiler.
LIGHT REPAIR YARD.
This yard is located adjacent to repair buildings and has a
capacity of 370 cars; each pair of tracks are served by an indus-
trial track which is connected with repair buildings by means of
turntables. There is also bad order storage yards located adja-
cent to repair yards which have a capacity of 387 cars.
HEATING AND LIGHTING.
The car shop buildings are heated by direct radiators using
high pressure steam and pipe coil radiators; a loop return system
is carried to a vacuum pump which is located in power house.
The brake beam shop, blacksmith shop and dry lumber shed are
not equipped with steam heat.
The shops and yards are illuminated by Mazda lamps with
Holophane reflectors; suitable plug boxes for hand extensions are
also provided along columns and walls in the various buildings.
April, 1914
RAILWAY MASTER MECHANIC
149
GEORGE WESTINGHOUSE
George Westinghouse, inventor and engineer, died of heart
disease at hia New York City residence on Thursday, March 12.
His health had been failing for some time and consequently his
death was in a measure anticipated. Mr. Westinghouse was
born at Central Bridge, Scholarie County, N. Y., on October 6,
1846. The father's ancestors came from Germany and settled
in Massachusetts and Vermont before the Revolution; the
mother 's were Dutch-English. Before he was fifteen he invented
«ind made a rotary engine, and at an early age passed the
examination for the position of assistant engineer in the United
States Navy. In June, 1863, though barely seventeen, he
enlisted in the Twelfth New York National Guard. Shortly
afterward he accepted an appointment as third assistant
engineer. United States Navy. On his return from the war he
entered Union College, where he remained until the close of his
sophomore year, and, obedient to his impulse for experiment,
abandoned his classical studies and entered upon active life, to
find a wider scope for his inventive genius. In 1865 he invented
a device for replacing railroad cars upon the track, which, being
of cast steel, was manufactured by the Bessemer Steel Works,
at Troy, N. Y.
GEORGE WESTINGHOUSE
Going to Troy one day, a delay caused by a collision between
two freight trains, suggested to Mr. Westinghouse the idea that
a brake under the control of an engineer might have prevented
the accident. His first thought was an automatic brake attached
to the couplers, which was unsuccessful. This was followed by
steam, which proved also to be unsatisfactory because by the
time it reached the brake from the engineer's cab it lost its
power. At this point Fate seems to have entered his life. In
the pages of a magazine he had subscribed to through the solici-
tation of a young girl, he saw an account of the use of com-
pressed air in digging the Mount Cenis tunnel, three thousand
feet under ground. Instantly the inventor saw the light.
He began to think over the matter, and, after much further
study and investigation, the use of compressed air impressed
itself on him. Drawings of the air-pump, brake cylinder and
valves were made, but considerable time elapsed before a prac-
tical trial of the brake was obtained. The first patent was
issued April 13, 1869, and the Westinghouse Air Brake Com-
pany was formed on the 20th of July following.
During the next few years Mr. Westinghouse invented the
' ' automatic ' ' feature of the brake, which overcame the imper-
fections in the first form, and removed the danger from the
parting of trains on steep grades. In 1886, he invented the
"quick-action" brake, the improvement being made in what is
known as the "triple-valve." The automatic and quick-action
brakes are regarded by experts as surpassing the original brake
in ingenuity and inventive genius, being not mere improve-
ments, but distinct inventions of the highest class, unique and
remarkable.
About 1880, Mr. Westinghouse became interested in the opera-
tion of railway signals and switches by compressed air, and
soon after there was developed and patented the system now
manufactured by the Union Switch & Signal Company.
In 1886 the Westinghouse Electric Company was formed for
the manufacture of lamps and electric lighting apparatus, Mr.
Westinghouse having become interested in the subject. The
business rapidly developed and in 1889 and 1890 this company
absorbed the United States Electric Company and the Consoli-
dated Electric Light Company. In 1891 all these properties
were reorganized into the Westinghouse Electric & Manufactur-
ing Company. In 1892, Mr. Westinghouse secured for the elec-
tric company the contract for the electric equipment of the
World's Fair at Chicago, and in 1893 the contract for the large
generators at Niagara Falls, both of which marked epochs in
the progress of the electrical industry.
The question of the steam turbine and its applications was
investigated by Mr. Westinghouse and he secured the patent
rights of Chas. A. Parsons of England on the turbine in
1897-98. This development of a new prime mover soon led
the inventor to consider the use of the turbine as a prime
mover for ships. The trouble was the high speed. Mr. West-
inghouse then developed and brought out one of the most
-ingenious of modern mechanical engineering. This was the
mechanical reduction gear for reducing the inherently high
speed of a turbine to the slow speed of a ship propeller or
direct current dynamo. He accomplished this work in collabora-
tion with the late Admiral Geo. W. Melville, U. S. N., and John
H. MacAlpine. Within the last few years he also occupied him-
self with the development of an air spring for automobiles and
motor trucks, which rapidly came into favor.
It is simply stating a simple fact to say that Mr. Westing-
house has been a great factor in the advance of civilization
as represented by the important part he has played by intro-
ducing improved means of transportation. Chance has had no
place in the success of this man. It was due to his foresight,
courage and technical skill. As with his first invention, the
air brake, the different kinds of apparatus were developed to
answer actual needs, in some cases acknowledged generally, and
in others foreseen by him. When the apparatus had passed the
experimental state and was ready for commercial exploitation,
he established factories which are themselves models.
Owing to his many achievements in merchanics, electricity,
steam and gas, his name was known the world over, and he had
many honorable distinctions conferred upon him for his achieve-
ments and in recognition of the services he rendered the various
branches of engineering. His alma mater, Union College of
Schenectady, conferred upon him the degree of doctor of phil-
osophy. He was decorated with the order of the Legion of
Honor, with the order of the Royal Crown of Italy, with the
order of Leopold of Belgium. He was the second recipient of
the John Fritz medal. He received the degree of doctor of
engineering from the Koenigliche Technische Hochsehule of
Berlin, Germany. He was an honorary member of the American
Society of Mechanical Engineers, of which body he was also
president in 1910. He was one of the honorary members of the
American Society for the Advancement of Science. He was
an honorary member of the National Electric Light Association
of America. He was awarded the Scott premium and medal
by the Franklin Institute of the State of Pennsylvania. He
received the Edison gold medal for meritorious achievements in
the alternating current system of electrical distribution. He
received the Grashof gold medal from the Society of German
Engineers in Germany, which acknowledged him the greatest
American engineer.
Mr. Westinghouse was connected with a large number of
industries at home and abroad, many of which bore his name.
150
RAILWAY MASTER MECHANIC
April, 1914
The Westinghouse companies employ 50,000 men, on whom
150,000 persons are dependent. The total capitalization of all
the companies is $200,000,000.
Mr. Westinghouse was married August 8, 1867, at Brooklyn,
N. Y., to Marguerite Franklin Walker. They had one son,
George, who is a graduate of Yale, and was recently married to
the Honorable Evelyn Violet Brocklebank. His wife and son
survive him.
NIAGARA FRONTIER CAR MEN'S ASSOCIATION.
The Niagara. Frontier Car Men 's Association is the name of a
new organization in the railroad world. There are over a
hundred railroad men in the organization, and the object of the
association is to bring together those interested in car department
matters for the purpose of exchanging ideas and educating the
car men to a keener knowledge of economy in maintenance of
equipment and for the settlement of disputes.
The officers are as follows: president, W. H. Sitter ly; first vice-
president, W. B. Shone; second vice-president, J. McCormick;
secretary, E. N. FTankenberger ; treasurer, C. J. Charlton. The
following comprise the board of directors: B., R. & P., C. Hilde-
brand; Buffalo & Susquehanna, W. Monan; D., L. & W., G. J.
Charlton; Erie, T. Tracy, M. Meehan; Grand Trunk and Wabash,
D. C. Messeroll, S. WarTen; L. S. & M. S., A. G. Berg; Lehigh
Valley, J. Deibert, J. McCormick; Pennsylvania, W. H. Sitterly;
N. Y. C. & H. E., A. Faerber, J. Muhlbauer, W. Shone; N. Y.
C. & St. L., J. Gordon; Mich. Central, E. Howe, J. Balwdin; Pere
Marq., G. J. Charlton, J. Muhlbauer; H. Fryer; P. Bach; W.
Krantz; J. Schmidt; H. Yaeger.
Committee on subjects: J. Schaeffer, A. Berg, H. H. Fyer.
Committee on introduction and welcome: F. Cleary. J. M.
Gietzen. A. J. Krueger.
Auditing committee: M. Hneenan, F. J. Fennell, J. C. Schmidt.
Committee on publicity and membership : F. J. Fennell, A. J.
Krueger, W. B. Shone.
THE NEW YORK RAILROAD CLUB on Friday, March 20,
held its tenth annual electrical night. The feature of the
evening was a paper on "Swiss Electrification," by Emil
Huber-Stockar, permanent consulting engineer on electrification
of the Swiss Federal Railways. He reviewed the development
of electric traction in Switzerland, from the first electrification
in 1894, to date. The last large work was the 15,000-volt single-
phase electrification of the Lotschberg Railway. Mr. Huber
said that the commission had recommended the single-phase
system, although the costs of the three systems did not vary
greatly. Other speakers were George Gibbs, consulting en-
gineer, Pennsylvania R. R.; A. H. Armstrong, General Electric
Co.; W. S. Murray, consulting engineer, New York, New Haven
& Hartford R. R., and N. W. Storer, Westinghouse Electric
& Manufacturing Co.
BOMBAY, INDIA, is considering the electrification of the
railways in the city and suburbs. Mr. Merz, who made a report
on the electrification of the Melbourne, Australia, railways, has
prepared a report on the Bombay situation, which is altogether
in favor of electrification. The report estimates that the elec-
tric trains could be driven at 20 per cent higher speed than
steam trains.
H. W. Ensign has been appointed master mechanic of the Chi-
cago Great Western at Clarion, la., succeeding John R.
Thompson.
Painters
picking over
0l O GRA/N DOORS
H>R STICKS TO
STIR PWNTWlTH
The Car Repair Shop as the Cartoonist Sees It.
April. 1914
RAILWAY MASTER MECHANIC
151
PAST AND PRESENT RAILROADING.*
By Hon. Orville F. Berry, Examiner Attorney, Interstate Com-
merce Commission, Washington, D. C.
In this busy age in which we live it is well for us sometimes
to pause and turn our eyes backward and review briefly, at
least for present use, the past. One of the greatest enterprises
and interests in the world today, in business lines, is the rail-
roads of the country. The subject I have chosen — past and
present railroading — in its very nature, must take the form
of past history and present operation.
Railroads had their origin in tramways over 200 years ago in
the mining districts of England, and were used to convey coal
to the seaboard with animal motive power. It was discovered
in 1814 that a smooth wheel would adhere to a smooth rail,
thus making if possible to consider the use of the tractive
power of a rolling locomotive. Hence its necessity, and it is
said truly that necessity is the mother of invention. Thus, soon
after, followed the trial trip of the "Rocket" in 1829, which
may with reasonable certainty be described as the first success-
ful steam locomotive.
"While railroads of different character existed in this country,
the Baltimore k Ohio was the pioneer American railroad built
for public use and of any practical value. On July 4, 1828, the
first rail of this road was laid by the Honorable Chas. Carroll,
the only surviving signer of the Declaration of Independence
at that time, and thirteen miles of this road was open for traffic
in 1830. The same year the West Point foundry began build-
ing locomotives and soon produced the well-known "DeWitt
Clinton." It weighed 3% tons, and was built for the Mohawk
& Hudson River, the pioneer company and beginning of the
present New York Central Lines, which had been chartered in
1826.
This line was opened for use from Albany to Utica in 1836,
and to Buffalo in 1842. Connections rapidly followed to New-
York and Boston.
About this time in Pennsylvania the Columbia Railroad was
built from Philadelphia to Columbia, which was the pioneer
division of the present great Pennsylvania System.
Following the panic of 1837 little development was made in
railroad construction or operation. In 1850 began the era of
rapid extension of railroads and the welding together of short
connecting lines under a single ownership. Strange as it may
seem, consolidation of railroads was as vigorously opposed at
that time as it has been in later years. Originally there were
eleven companies interested in and operating the line between
Albany and Buffalo. Between Buffalo and Cleveland changes
of passengers and freight were made at both Dunkirk and Erie.
This, indeed, would seem a strange proceeding at this time.
We are sometimes compelled to change passengers and freight
from one train to another in times of storm and even then it
is so inconvenient that most of us lose our patience.
This change at that time was made necessary by the differ-
ence in gauge of the two divisions, one being six feet the other
4 feet 10 inches. Very properly, plans for the consolidation of
these lines for through operation were undertaken to be made
to obviate this transfer. The proposition so aroused the indig-
nation of the people of Erie that they resorted to violence.
And iu December, 1853, they tore down the railroad bridge so
that no trains were sent through until February, 1854. This
bridge was rebuilt and again torn down by a mob. Finally a
compromise was made which ended what was known at that
time as the ' ' Erie War, ' ' and the gauge was changed for
through operation.
In 1851, the Erie Railroad joined New York with Lake Erie.
The Baltimore k Ohio reached the Ohio River. Two years later
connected the Atlantic Seaboard and Chicago, and the follow-
ing year reached the Mississippi. These extensions to what was
then the western frontier, opened traffic for the first time
between the Ohio and the Mississippi Rivers.
•A paper read before St. Louis Railway Club.
In these early days there was a great public desire for rail
trnsportation and the public was willing to furnish financial
support, but so much trouble had occurred and antagonism
aroused in places, that some of the States passed laws prohibit-
ing assistance. When the Louisville & Nashville was built,
Cincinnati desired an outlet to the South, but the law above
referred to prohibited them from giving assistance, and a
scheme was devised by which a line was built, owned and
operated by it; later leased to the Cincinnati, New Orleans &
Texas Pacific.
Railroads and railroad transportation were important factors
in the conduct and carrying on of the Civil war. Great dam-
age was done to many lines in the South on account of military
operations, and until after the close of the war no pronounced
advance in protection by appliances employed in the control of
train operation was made.
The first Pacific Railroad was begun with government aid in
the '60s. Thus began the opening up of the West beyond the
Mississippi River, and the return to industrial pursuits of the
people after the war marks a remarkable era and period in
railroad building. During the ten years beginning with 1880,
70,000 miles of railroad were built in the central and western
territory, thus opening up vast heretofore unoccupied agricul-
tural, grazing and mineral sections for development. But again
in 1893 the panic practically stopped the extension of railroads
and the period since 1900 has been more a period of reconstruc-
tion and improving existing lines, the growth of industries, the
increase of population along present lines of railroad than
otherwise.
The importance and magnitude of the railroad business will
be better understood by us all when I tell you that about 20
per cent of the capital of the United States is invested in rail-
roads. Nothing can be much more interesting to any individual,
and especially to the railroad man, tban the continuous growth
by years or periods of railroads. In 1830 we had 23 miles of
railroad; in 1840, 2,800; in 1850, 9,000; in 1869, 30,600; in 1870,
53,000; in 1880, 93,000; in 1890, 163,500; in 1900, 193,000; in
1914, about 300,000.
A careful study of these figures will give us a mountain-top
vision of railroad growth and its value and importance today.
It would be interesting and profitable, if time allowed, to study
the history of our country in all other lines, showing its gradual
growth with the development of the railroad, and such study
will convince any intelligent man that railroads have been one,
if not the one, greatest element in the development of our
country along all kinds of business development, and to that
may be added the development of schools, churches and col-
leges which have rapidly followed the advancing line of rail-
roads westward.
May we now go back and look at some of the specific im-
provements and their growth in connection with the operation
and management and convenience of railroads and railroading.
As the density of traffic increased the demand naturally fol-
lowed for more speed, and that fact required greater weight in
equipment. This followed very rapidly and the first apparent
need was for more efficient brakes or means of controlling the
train, and that it should be simultaneously applied and from
a single point of control if possible.
In 1869, George Westinghouse, Jr., presented what is known
as the "Straight Air Brake." These brakes proved, however,
unsuccessful and useless, for the reason that a break in the air
line made them useless. With this and other shortcomings of
that particular brake the automatic air brake was produced in
1873. With the application of this air brake to freight cars
it was found the reduction of pressure was not quick enough
to set the rear brakes and accidents followed from bunching of
cars. But American genius was still at work, and about 1886
witnessed the introduction of the Westinghouse quick action
air brake, which has continued from that time to this, with
many features of improvements and is very successful today.
This apparent means of control emphasized the necessity of
152
RAILWAY MASTER MECHANIC
April. 1914
some better coupling device, all railroad men realizing that the
coupling and uncoupling of cars involved the all-important
questions of interchange and safety. In view of many diffi-
culties and accidents, F. B. Adams, of the Boston & Albany
Eailroad, recommended to the Master Car Builders' Association
at its convention in 1869 that a uniform height should be estab-
lished for couplers. At the convention of the same association
in 1873 a committee on that subject pronounced the automatic
couplers a failure. Another committee at the same convention
gave recognition to automatic couplers by reporting that a
great advantage would be derived from the use of a uniform
drawbar, such as would be accepted as a standard and which
would be a self-coupler.
In 1885, public tests of couplers were made at Buffalo. Forty-
two couplers were tested, only 12 of which were recommended
for further test. In 1887, the executive committee of the Mas-
ter Car Builders' Association reported in favor of the Janney
type of coupler. This report was adopted in 1888. At the con-
vention in 1889 action was taken on this subject, making this
type standard and it has been so regarded since and called
• • Master Car Builders ' Coupler. ' '
In 1893, Congress enacted a law requiring all railroads
engaged in interstate commerce to provide all cars and locomo-
tives with continuous power brakes capable of being controlled
by the engineman in the locomotive cab, and also to use auto-
matic couplers, so that today we practically have a uniformity
in height and contour such as to insure perfect contact between
all classes of equipment. The design and attachment to car
bodies are prescribed of a strength in excess of the power of
locomotive in modern friction draft gear, the strength of which
reaches 250,000 lbs. This branch of operation having been rea-
sonably well settled, the next improvement that would naturally
be considered would be signaling.
The need of indicating the condition of the road to trains
came naturally with increase of traffic and speed. As these
conditions developed in England before they did here, the first,
step along that line was taken there. In 1834, the Liverpool &
Manchester Eailroad introduced the first system of mixed sig-
nals consisting of an upright post with a rotating disc at its
top, showing red for danger, and the absence of indicating by
day and a white light by night for clear-. This being the
foundation or start, many improvements have been made along
this line. Many demonstrations have been made and tested,
many have failed of successful approval and many have been
adopted and have proven very successful. Until about 1841
there was no communication between stations. Each signal
man displaying his signal at danger after the passage of a
train until a certain time had elapsed, when it was clear, and
the only information conveyed to the engineer was that the
preceding train had been gone from the station a certain length
of time.
The failure to act with sufficient promptness at the display
of danger position and the many collisions that followed, led to
the installation of additional signals to give advance informa-
tion to the engineer.
Thus we have here clearly outlined the first thought of the
present block signal.
Making use of the telegraph, the chief engineer of the United
New Jersey Canal & Railroad Co. devised and installed in 1864
the first block signal system in this country, on the double
track line between Philadelphia and New Brunswick. The
signal itself was a white board by day and a white light by
night, indicating clear. For the danger indication, a red screen
fell to cover the white board or light. Notwithstanding numer-
ous improvements in apparatus the same practice of fixing a
positive space interval, by means of communication between
block stations, still holds good, and one cf the important sub-
jects now being discussed and perfected by railroad experts is
signaling.
Following in natural sequence, the next subject of importance
would be interlocking, developing naturally along the same
lines of manual operation of signals, and as a further safeguard
against mistakes interlocking grew up as a means for prevent-
ing conflicting signals being given at the same time. As with
signals, so with interlocking, England led us. The first plan of
interlocking adopted was where the entire control fell to one
man, so located as to be in touch with the whole situation and
equipped with a machine that would not permit of setting up
conflicting routes. Railroads were prompt to see this advan-
tage and in a short time many similar machines were put in
operation. In 1876, the first power-operated interlocking sys-
tem was perfected, which was the pneumatic type. In 1900, an
all-electric interlocking machine was put in operation and has
proved reasonably successful.
The more recent development of power-operated interlocking
systems, with complete electric indication of the condition of
all tracks, has made it possible for larger systems to be con-
solidated under the control of a central plant, and under the
direction of one authority. These machines are being used
largely and very satisfactorily.
With this increase of equipment and manner of control, it is
not strange that railroad men at once began to devise some
plan of train dispatching, and the first departure from the old-
time interval and flagging method of operation of trains came
in 1851. The New York & Erie Railroad established a line of
telegraph between some of its stations for company business.
And again we find necessity the mother of invention.
The superintendent of telegraph of this railroad and the
division superintendent were together at the Elmira depot and
learned that the west-bound express from New York was four
hours late (it is well to note that it is not only in modern times
that railroad trains are late) ; the superintendent of telegraph
had information that at Corning an east-bound stock train and
a west-bound freight at Elmira were waiting for the express,
and he suggested that the freight train at Elmira could be
sent to Corning and the stock train at that point ordered to
Elmira with perfect safety before the coming of the express.
The move was successful and very much encouraged similar
operations, and this, indeed, is the beginning of train dispatch-
ing. Its adoption over the entire line of road followed, in spite
of the opposition that the general superintendent met when
planning for its introduction, and many conductors and
engineers resigned rather than operate a train on telegraphic
orders against the time of another train. In later years experi-
ments have been made in train dispatching by telephone. The
investigations that I have made along this line lead me to
believe that there is a great difference of opinion among rail-
road people on that subject.
Having briefly noted the growth of operation along certain
lines of railroading, may we now turn to the equipment itself,
and notice its growth. As early as 1680 Sir Isaac Newton pre-
dicted steam-propelled carriages, and through the eighteenth
century several types of steam vehicles appeared, but they
were considered curiosities. Some of them, as we study their
form and makeup, indicate the locomotive, others the modern
automobile, but not until 1803 was anything really deserving
the name "locomotive"' built. Richard Treverick, a Cornish
miner, constructed a locomotive bearing his name, and strange
to say it was the result of a bet.
On the trial, this machine, or locomotive so-called, conveyed
ten tons of iron nine miles on a cast iron tramway by steam
power, and he won his bet. The desire of other mine owners to
use steam motive power was so strong that it led to the prac-
tical demonstration of adhesion, which is so necessary in such
operation. On this principle Wm. Hedley built his "Puffing
Billy," a complicated affair composed mostly of levers, beams
and gears.
On the completion of the Liverpool & Manchester Railroad
the directors were undecided as to what kind of power they
would use, and they offered a prize of £500 for a locomotive
moved by steam that would fulfill certain conditions named.
The test came in October, 1829, on a level piece of track about
April, 1914
RAILWAY MASTER MECHANIC
153
lYo miles long, between four competitors. Stevenson's
' ' Rocket ' ' won, and gave the world the mechanical combina-
tions largely represented in locomotives until this day.
American locomotive practice and building almost universally
followed the Stevenson model. The four-wheel engines of the
English type proved injurious to the light rails and sharp
curves on our early roads, and to overcome this John B. Jervis,
chief engineer of the Mohawk & Hudson Eailroad, introduced
the four-wheel "Bogie" truck. For some twenty years this
design remained, until in the '50s. The demand came for more
tractive power. This brought about the addition of another
pair of coupled drivers, — thus evolving the well-known Amer-
ican type of locomotive. Between the years 1880 and 1890 more
drivers were added and the ten-wheel type began to be used in
high-speed service. This was followed in about 1895 by what
is known as the Atlantic type.
The Pacific type, or the most modern high-speed locomotive,
is a development of this idea. In 1888 Mallet designed the
articulated locomotive, and in 1904 the first one of this type
was placed in operation on American roads, and it has gained
in favor where maximum tractive power on heavy grades is
required. It is well to remember that in no branch of art or
industry has there been greater improvement, both practical
and artistic, than has been made in the development of the rail-
road locomotives, and today we stand in the presence of one of
these mighty machines and admire not only its beauty and
power, but almost seeming intelligence, and when we realize its
mighty power and that its entire operation and usefulness
depend upon the man who holds the throttle, we unconsciously
take off our hat to the engineman.
With the growth of the engine, naturally the problem of car
construction must accompany it, and a careful examination of
the history of the railroad car shows it moved along readily,
step by step, with the development of the locomotive. The
increase in length of passenger cars with corresponding in-
creases in weight led in the year 1880 to the almost general
employment of a six-wheel truck instead of four, and even
eight-wheel trucks were used for a time, but finally rejected on
account of the excessive length of wheel base and other com-
plications. Great interest attaches at this time to the manu-
facture of solid steel-forged wheels, as well as all-steel cars, and
today most of our best vestibule trains may be said to be in
reality a ' ' parlor on wheels. ' ' Following car construction
comes car heating, both for comfort and convenience of the
passengers. The original method was with stoves, which were
not only a discomfort, but a great danger in case of accident.
The next step above that was the hot-water heater, which
was an improvement, but still left the danger of fire. But today
the growth and capacity of the steam boiler and the perfection
of the couplings has led to the present practice of steam heat-
ing cars, which is very satisfactory and apparently safe.
A well-built and well-heated car would be useless in this day
without proper lighting. Car lighting has passed through the
identical stages of growth that house lighting has passed
through, and has improved as rapidly until today most of our
trains are as well lighted as the modern home.
Thus far we have considered almost entirely railroad equip-
ment or its control. In view of our great lines of railroad
today, crossing the entire continent, and having overcome both
rivers and mountains, it is well to remember some of the facts
in connection with this branch of progress in railroads, for in
this as in no other department of railroading do we see the
ability and courage of the railroad engineer. In bridge con-
struction for centuries the simple beam or arch were the only
spans employed. The construction of railroad bridges requires
something more than either of these, and today we find the
great railroad bridges with truss construction, enabling the rail-
roads to bridge streams and secure continuous roadway.
It was very interesting to me in looking up this history to
find that the first railroad bridge was built across the Missis-
sippi Biver at Rock Island in 1856. And still stranger it
appears that it had hardly been completed at great expense
before St. Louis steamboat interests demanded its removal as
an obstruction to navigation, and stranger still the United
States District Court found it was an obstruction and ordered
its removal within six months. The judge, in his opinion, among
other things, stated: "If one railroad is able to transfer
freight and passengers without delay and expense of changing
at the river, financial necessity will compel competing roads to
provide themselves with the same facilities." Which evidently
led him to see in the far distant future the ruination of all
traffic. It is still interesting to know that this case was
appealed to the United States Supreme Court and that Abraham
Lincoln was attorney for the Railroad Bridge Company. He
argued that both river and railroads were great highways for
people, and while at that time the traffic on the river wad
possibly greater than on the railroad, he predicted with that
foresight that so marked his entire life, that the time might
come when the railroad would carry as much traffic as the river.
Therefore, he urged that they should be entitled to equal con-
sideration, and the Supreme Court took that view of the case
and the bridge remained.
Such an argument would seem very strange now, and yet it
only emphasizes the great growth and the great difference
between past and present railroading and railroad ideas.
I might with profit, if time would permit, discuss the im-
provement, which is equally interesting and rapid, of the rail
upon which these locomotives and cars run. The most interest-
ing fact that comes to us in the study cf the development of
the rail is the very simple changes that were necessary and
how a little thing properly used becomes so very important,
and it is sufficient to say that our rails, rail fastenings, ties
and ballast have kept pace with all other developments of rail-
roading. The general demand made upon railroads by the pub-
lic and by railroad officials and employes as well for "safety
first" will necessarily sooner or later, and we hope sooner,
bring about the abolition of grade crossings, the trespassing
upon railroads and the abandonment in a large measure of all
wooden cars for passengers.
Notwithstanding the great improvement in all equipment,
including roadbed, track, bridges, signals, etc., the human
element necessarily is the most important element in its opera-
tion. And with a view of raising the standard along these lines
and improving individual service, a system of physical and
mental examination has been adopted by practically all the
roads. In the early days of railroading, the individual service
was much less definitely classified and the exactions much less
than they are under modern conditions. In keeping with the
progress of mechanical and other safety devices the necessity
of a better system of training for the employes has become
apparent. Employes must pass an examination today as to
vision, color and hearing, and their general knowledge of the
fundamental rules and regulations as well as a general knowl-
edge of the road, safety appliances and other equipment. These
examinations conducted from time to time, my information
leads me to say, after talking with the management of the road
and the employes, are satisfactory, necessary and meet the
approval of all. Some of the larger roads are establishing
schools of instruction for their employes, where they may fit
themselves, not only to better perform their present duties, but
put themselves in line for promotion. The great need today
among the employes of railroads is to feel their great responsi-
bility and to realize fully the great value of both property and
life that is entrusted to their care. My experience as railroad
commissioner has led me to believe, and I say without any
reservation, that the railroad operation of today is equal, if not
superior, to any other business in its management, and that
there cannot be found in this country, in any other business,
more capable and conscientious men than are found in every
department of the railroad operation, yet it should be remem-
bered that the entire system of operation is only as strong and
as safe as the weakest place in that organization or the most
154
RAILWAY MASTER MECHANIC
April, 1914
unreliable employe. In other words, no chain is any stronger
or of more value than the weakest link in that chain. There-
fore the importance to the public of careful and conscientious
employes in every department of its operation.
I trust that this brief study of past and present railroads and
railroading may be as profitable to each one of you as the study
of it has been to me. Its growth and present importance is
such as to inspire enthusiasm in every person connected with it,
and we should all f&el that we are a part of the great organiza-
tion whose work relates in a very large measure to the public
good, and that while there is a large number of people engaged
in such operation and connected with the railroad, that fact
does not lessen the personal responsibility of every individual,
but rather increases it.
From a few miles of tramways the world has in a century
built 500,000 miles of steam-operated and 100,000 miles of elec-
tric operated railroads. Instead of the old manner of operating
we have the modern. Instead of the old-fashioned train we now
have the huge Pacific locomotive drawing a train of 600 tons
at a speed of 70 miles per hour, yet under the control of one
man, just as the "Rocket" was a century ago. Instead of the
old manner of stopping, or rather failure to stop, we now have
the air brakes that make stopping a certainty in a definite dis-
tance. Progress of a most pronounced kind has occurred during
the last century. What the future of railroading may be I do
not undertake to say. I believe, however, it is high time that
special consideration was given to this great industry and that
it should be encouraged from every possible standpoint.
Wherein the increased safety of operation may lie is a ques-
tion in many minds. It would be a mere conjecture if I were
to attempt to explain it. Let us beware, however, that the mul-
tiplication of rules with so many devices for additional pro-
tection does not lead us to rely on a false sense of security.
None of these devices alone will bring safety. They may
materially aid it, but unless there is an obedience to the rules
of operation they will add but little to the safety of the public.
My association with men in every department of railroading
has convinced me that we owe much of the speed, comfort and
convenience of travel to the men who not only guide its general
movements, but also to the men who directly operate the trains
and to the men who keep the track and equipment in proper
order.
HEAT-TREATED CHROME-VANADIUM STEEL TIRES.
Progress reports from two roads which are testing heat-
treated chrome-vanadium steel tires have recently been re-
ceived, and also records to date of one of the first sets of vana-
dium steel tires made, which have been in service over four
years. These records are given below:
Three sets of heat-treated chrome-vanadium steel switch en-
gine tires were purchased last year by the Chicago, Rock Island
& Pacific for test purposes. In the early part of February of
this year contours were taken of two sets, on engines No. 196
and No. 1224, respectively. The first mentioned were applied in
April, and the latter in July of last year. Contours were also
L-I
L-Z
taken of two sets of plain carbon steel tires on the same class
of switchers and in their first term of service.
A comparison of the performance to date of the vanadium
steel tires on locomotive No. 196 and one of the sets of plain
carbon steel tires, which went into service at practically the
same time, shows 93 per cent increase in mileage per 1/16
in. maximum tread wear in favor of the vanadium tires.
Up to the first of February the vanadium tires had made
22,084 constructive miles. They showed a maximum tread
wear of 5/32 in. This gives 8,830 miles per 1/16 in. maximum
tread wear. Up to the same period the carbon steel tires had
made 16,000 constructive miles. They showed a maximum of
7/32 in. tread wear, which gives only 4,570 miles per unit of
maximum wear.
Comparing the two sets of vanadium and the two sets of
carbon steel tires on the basis of mileage per average tread
wear there is an increase of 108 per cent in favor of the former.
The mileage per 1/16 in. average wear for each of the four
engines was as follows:
Vanadium Tires.
Mileage
per 1/16 in.
Eng. No. Avg. wear
196 11,494
124 11,042
Carbon Tires.
Mileage
per 1/16 in.
Eng. No. Avg. wear
235 5,333
228 5,483
Average c . 11,268 Average 5,408
It will be noted that the mileage per unite of wear is very
uniform in the case of both types of tires.
All of the above locomotives are of the 0-6-0 type, having a
total weight on drivers of 140,000 lbs., giving an average of
23,300 lbs. per wheel on the rail. The tires are 44-in. I. D.
and 4 in. thick and the rigid wheel base is 11 ft.
The Western Maryland applied two sets of heat-treated
chrome-vanadium steel passenger engine tires for test pur-
poses to Pacific type locomotives, Nos. 156 and 158, respec-
tively. Those on the first mentioned locomotive were applied in
April of last year, the other set some time later.
Contours of the first set were taken this month, after 11
months' service. No contours of the other have yet been
taken, but the railroad company reports that the engine has
just gone through the shop for general repairs and the tires
were not turned.
Comparison between the performance to date of vanadium
steel tires on locomotive No. 156 and the average for three sets
of plain carbon steel tires on sister engines running in the
same district show an increase of 148 per cent in mileage per
1/16 in. maximum tread wear in favor of the vanadium steel
tires.
Up to March 1 the vanadium steel tires had made 49,096
miles. The maximum tread wear was 3/16 in., or 16,365 miles
per 1/16 in. maximum wear. The three engines equipped with
carbon steel tires showed respectively 5,393, 6,140 and 7,250
miles per 1/16 in. maximum tread wear, or an average of 6,594
miles per unit maximum wear.
/
A-""\
L-3
Vanadium Steel Tire Contours.
R-3
April, 1914
RAILWAY MASTER MECHANIC
155
The service of the vanadium steel tires is clearly shown by
the accompanying illustration. This shows the present con-
tours and contours taken in October, after six months' service,
superimposed on each other and also on the original contour to
which the tires were rolled. The full line represents the present
contour and the middle dotted line the contour taken in Oc-
tober of last year. As will be seen, the flanges are in excellent
condition, not being in any sense sharp. The flange wear is
somewhat greater on the right than on the left tires. The
tread wear, though quite uniform, shows, if anything, a little
less wear in proportion during the last five months of service
than during the first six months.
The Pacific type engine, to which these tires are applied,
has a total weight in. working order of 188,800 lbs., with 122,600
lbs. on drivers, or an average of 20,430 lbs. per wheel on the
rail. The rigid wheel base is 11 ft. 10 in. and the total engine
wheel base 30 ft. 4^ in. The tires are 62 in. I. D. and 3 in.
thick.
The Grand Eapids & Indiana has in service some of the first
heat-treated chrome-vanadium steel tires made. A set of this
type of tires was applied in November, 1909, to locomotive No.
6, a ten-wheel type in passenger service. This set is still in
service after four years and four months.
Up to February 1 these tires had made 281,646 miles. The
railroad company reported that they expect them to make over
300,000 miles before they will be worn to the limit and have
to be removed. Already they have made 100,000 miles more
than the average total mileage for plain carbon tires of the
same thickness on the same class of engine.
Up to the time the engine was last shopped, in March, 1913,
they had made 226,124 miles, which was equivalent to 11,900
miles per 1/16 in. loss in thickness due to wear plus turning.
This would seem to be an exceptional .performance. In Sep-
tember, 1913, when contours were last taken, they had made
40,000 miles since being turned and showed a maximum of only
3/32 in. tread wear, or 26,660 miles per 1/16 in. wear.
From this rate of wear it would seem that the railroad of-
ficials' expectations as to the total mileage which they would
make before being scrapped would be more than fulfilled, as
they are still from y 2 to 7/16 in. above the limit of wear
allowed.
The engine to which they are applied has a total weight in
working order of 169,800 lbs., of which 126,550 lbs. is carried
on the driving wheels, giving an average of 21,000 lbs. per
wheel on the rail. The rigid wheel base is 14 ft. and the total
engine wheel base 25 ft. 9 in. The tires are 62 in. I. D. and
were originally 3% in. thick.
CAR COUPLER TESTS, UNIVERSITY OF ILLINOIS.
A series of tests is being conducted by the University of Il-
linois for the Scullin-Gallagher Iron & Steel Company of St.
Louis, on a neAv style of car coupler, which is believed to be
an improvement over the coupler now in use.
The weak point of most car couplers now in use is the face,
this being the place where fracture generally occurs. The new
style of coupler eliminates this difficulty by having a solid
face and a new type of tail knuckle. A former test made by
the university showed that when failure of the new style
coupler occurred it was generally at the knuckle. After the
first tests the design was changed so as to add about 15 lbs.
of metal to the knuckle. The new design is now being tested
under the supervision of Prof. J. M. Snodgrass of the railway
engineering department.
Four sets of tests are made: the "striking test," the "jerk
test," the "guard-arm test" and the "pulling test." In the
striking test the coupler is placed in the drop testing machine
and a 1,640-lb. weight let fall on it from varying heights.
SPECIAL MACHINE FOR STEEL-CAR BUILDING.
The double-sided eccentric press with a profile shear built in
between the two sides, here illustrated, was built by the Wil-
helmsiitte of Saalfeld, Germany. Each press side can exert
a maximum pressure of 250 gross tons; the central profile
shear 300 tons. It is principally intended for the under fram-
ing of steel and iron passenger and freight cars. I beams and
channel irons are cut in the central portion to the requisite
lengths; on one press there are flanging tools for punching
both flanges at once, thus avoiding all turning of the work
piece. The other press side is used for profile punching. The
entire work of preparing a sill, which was formerly done on
three separate machines and took 18 to 20 minutes, is done on
this machine in about five. It comes in handy also for various
other work; for instance die-forging — one press side doing the
rough work and the other cutting off the fins. Further, it is
employed in hot forging of axle holders; one press side cutting
out the piece and the other finishing it. One special feature
is the device for regulating the stroke between 1.18 inches
and 3.94 inches by means of a screw. This shortening and
lengthening of the stroke takes place only on the upper part,
so that the ram always comes down to its lowest position, no
matter what the stroke length; this doing away with vertical
adjustment of the dies by shims. As the machine has a high
throat the guides are plenty long, and are adjustable from all
sides by strips. To obviate bending of the eccentric shaft, all
the gear wheels lie close to the main frame and the couplings
are placed outside. These latter are automatic, and after
every stroke bring the slide to the highest position for which
it is adjusted. They can, however, be thrown in and 6ut for
steady continuous work. A special hand-lever serves to adjust
the dies. The power is applied to the slide by an eccentric
shaft with double bearings and pitmans. The latter have phos-
phor-bronze bushings in their eccentric bearings, and press
against hardened steel plates in the slide.
The profile knife can be adjusted to cut I beams and channel
The Lake Shore & Michigan Southern has decided, it is said,
to electrify the Dunkirk, Allegheny Valley & Pittsburgh from
Warren, Pa., to Youugville, 9 miles.
Double-Sided Eccentric Press, With Shear.
156
RAILWAY MASTER MECHANIC
April, 1914
iron 10° obliquely, and angle-iron either at right angles or at
any desired oblique angle. The hold-down operates with screw
and hand-wheel.
The machine is driven by an electric motor of 24 h. p.
through a triple reducing gear, the gear-wheels being malleable
Siemens-Martin steel castings with hobbed teeth. The eccentric
presses make twenty 3.94-inch strokes a minute; the profile
shear makes fifteen cuts a minute. Should any one of the three
parts of the machine be out of service for slide adjusting, etc.,
the other two can be run.
The main frame consists of two boilerplate sheets having a
tensile strength of 92,450 lbs. per square inch; stiffened by
four wide gussets as feet. They are assembled with the
interior parts of the machine and with the slide-guides by shear-
ing bolts, these being deemed preferable to rivets, and give a
more durable stiffness.
When used for drawing, the machine is used with a table
which is adjustable in height.
WATER COOLING DEVICE FOR TRAILING TRUCKS.
By A. B. Lawson.
Because of trouble experienced on fast freight and through
passenger locomotives on account of hot bearings on the tenders
and locomotive trailing trucks a water cooling device has been
adopted on one road and has overcome the trouble to a very
great extent.
The valve for this device is extended up through the bottom
of the tank at the edge into the water, it being applied on a line
Wafer Cooling .
Valve,
z"Hose- Attached ,/
to Journal Sox Desired ^'
4J"x 8"
* Box
Fig. 2 — Diagram of Hose Ends.
with the truck center. Four valves are required for the tender.
The sides of the tank projects over the tender frame floor,
which makes it easy to apply these valves and where there is
not sufficient room they are applied on an angle.
The valves are entirely of brass, to prevent corrosion, and are
controlled from the ground. A hose leads from the valve to a
brass connection into the journal box. Only one hose is car-
ried for each valve, but each journal box is arranged with a
connection, and as hot journals develop the hose is connected
-■"y" Angle Valve
'fa Union
This arrang'mt
for cooling trail-
er journals
•Je of
journal box
2" Host lo trail-
er journal bos
always attach
ed in warm
weather
Location of Spud in
Trailer Box..
Fig. 1 — Arrangement and Details.
=t0>O Set under r oot step.
S — / close lo coal deck
support
■ Tank
Fig. 3 — Cooling Device for Trucks.
April, 1914
RAILWAY MASTER MECHANIC
157
to the hot journal, and the opposite side of valve is closed with
a standard %-inch pipe plug. Figure 1 shows the application
of valve to tank and the drilling of the various size boxes.
Figure 2 shows details of valve, journal box spud, bevel
washer and hose ends. The length of hose required for the
tender is four feet.
For the trailing truck %" angle valves are connected into the
tank by a %" pipe nipple, and the hose is connected to these
angle valves by means of standard service ells and pipe unions.
The length of hose required is twelve feet and one is carried
on each side.
Figure 3 shows application and drilling of trailing truck
journal box.
Oil Furnace and Flue-Welding Machine.
SUPERHEATER FLUE WELDING MACHINE.
By W. P. Hobson, M. M., Chesapeake & Ohio Ry.
The illustrations show a machine for welding 4 1 2-inch and
5% -inch superheated flues, which was designed by Jas. W. Mul-
cahy, foreman blacksmith shop of the Chesapeake & Ohio shops
at Covington. Ky., and which was built at the shops. One of
the illustrations show the machine alone, while another shows
it in conjunction with the oil furnace. The machine produces
a weld that is the most perfect in every respect that I have
had the opportunity of seeing. The welding arm or hammer
is actuated by a belt -driven shaft. By pressing on the foot
lever the motion is transmitted through a system of levers
until the. upright arm which holds the striking hammer is drawn
back, thus allowing the hammer to get into action.
Flue-Welding Machine, C.
The machine was built out of old scrap car axles at a total
cost of $122, and its capacity is 20 superheater flues per hour,
or 180 flues in nine hours. It is operated by three men, whose
rates are 24.5c, 22.4c and 15c per hour. The cost per flue for
welding is a fraction over 3c.
STRESSES IN THE PLATES OF CAST IRON WHEELS.*
By Louis E. Endsley, Professor Railway Mechanical Engineer-
ing, Purdue University.
The tests herein described were conducted upon the Master Car
Builder's testing machine, located at Purdue University, Lafay-
ette, Ind.
The purpose of the tests was to determine the stresses set up
in the plate of different designs and weights of cast iron wheels
under the varying conditions of brake shoe pressure and appli-
cation.
DESCRIPTION OF THE MACHINE.
The Master Car Builder's brake shoe testing machine is fully
described in detail in the proceedings of the Master Car Builders'
Association for 1894 and supplement in 1907. A brief descrip-
tion of the machine is- here given. By the use of the machine, a
standard brake shoe may be made to act upon the face of a
revolving car wheel mounted upon the same axle with a heavy
fly wheel, until the whole system is brought to rest. The car wheel
to which the shoe is applied may be either steel, steel-tired or
cast-iron, and in any case is 33 inches in diameter. A double-
cylinder steam-engine serves to revolve the machine. The pressure
with which the shoe is made to act upon the car wheel is regulated
by weights applied to a system of levers, while the tangential pull
resulting from the application is recorded upon a paper scroll
by an Emery testing machine.
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Fig. 1 — Brake Shoe Testing Machine, Purdue University,
Lafayette, Ind.
The machine is also equipped with a special apparatus whereby
it may be run steadily at a given speed, the shoe being automat-
ically applied and released.
In preparation for the test, precautions were taken to insure
good contact between shoe and wheel. The process consisted in
making repeated applications of the shoes to the wheel under com-
paratively light pressure until a 90 to 95 per cent of the full
bearing surface of the shoe was obtained. This accomplished, the
record tests were made.
An illustration of the machine is shown in Fig. 1. This shows
clearly the wheel mounted upon the axle, the leverage for apply-
ing the normal load to the shoe and the tangential arm which runs
back to the Emery recording machine. It also shows in the back
ground the engine for driving the same. The thermometers placed
in the wheel for recording temperature in the rim, plate and the
hub of the wheels are also shown.
DESCRIPTION OF WHEELS.
The wheels tested were cast iron wheels and there were nine in
all. They were given for the purpose of the test, laboratory num-
bers from one to nine, inclusive.
*A paper delivered before the Western Railway Club.
158
RAILWAY MASTER MECHANIC
April, 1914
3CCTIOM
or 625" f-lC B WttEL
secTion
o* 6 7,3" MCB. WnECL
SECTIOn
o» 725* r-lC B wnCCL
SECTION
of 640# A 1' WHEEL
SECTION
of C90# A P WHEEL
Ferns
SECTION
of 740# A P WHEEL
SECTION
of 840# A P WHEEL
FiGn°9
Wheel No. 1 was a standard 625-pound MCB wheel. A cross
section of half the wheel is shown in Fig. 3.
Wheel No. 2 was a standard 675-pound MCB wheel. A sketch
of half the wheel is shown in Fig. 4.
Wheel No. 3 was a standard 725-pound MCB wheel. A sketch of
half the wheel is shown in Fig. 5.
Wheel No. 4 was a 640-pound wheel having on "arch plate"
and will hereafter in this report be referred to as an AP wheel. A
sketch of one-half the wheel is shown in Fig. 6.
Wheel No. 5 was a 690-pound wheel also of the arch plate
design. A sketch of half the wheel is shown in Fig. 7.
Wheel No. 6 was a 740-pound AP wheel. A sketch of half the
wheel is shown in Fig. 8.
Wheel No. 7 was an 840-pound AP wheel, a sketch of which is
shown in Fig. 9.
Wheel No. 8 was a 690-pound wheel having a specially designed
plate. This wheel had the same dimensions as the MCB 625-
pound wheel, except that metal had been added to the plate of
the wheel as shown in Fig. 10 to make it weigh 690 pounds.
Wheel No. 9 was a 690-pound wheel having a specially designed
rim. This wheel had the same dimensions as the 625-pound MCB
wheel, with the exception that metal was added to its rim shown
in Fig. 11 bringing the weight up to 690 pounds.
DESCRIPTION OF SHOES.
There were five shoes used in the tests. These were given for
the purpose of this work, laboratory numbers, 400, 406, 407, 408
and 409.
Shoe No. 400 was a soft cast iron shoe and was only used in a
special test to determine the effect on the stress in the plate of
the wheel by placing the shoe in contact with the throat and then
with the rim.
This was accomplished by grinding away about half of the face
of the shoe on the side where the contact was not desired.
Shoe No. 406 was a Streeter shoe. It had two L-shaped steel
inserts.
Shoe No. 407 was a cast iron shoe with chilled ends.
SECTION o-6Z5 MCB VVmEEl WITn
METAL ADDED to PL ATE to BRiriG
WEIGKTto 690"
SECTiOn o« 625 ' f~lC b wr£EL
WlTM METAL ADDtD to RIM tq
BRinG WEIGHT to 690 '
Dotted une»
Stir* BtS'
FIG n° 10
FIG H? II
Shoe No. 408 was a Diamond "S" shoe. This shoe had an
expanded metal insert which was plainly visible.
Shoe No. 409 was a cast iron shoe with the ends chilled and it
also had two " V " shaped inserts in it.
METHOD OF TESTING TO DETERMINE STRESS IN PLATE OF AVHEEL.
For the purpose of determining the stress in the plate of the
wheel a Berry strain gauge was employed. The gauge is so con-
structed that elongation in a two-inch gauge length can be deter-
mined to .0001 of an inch. The method of applying the strain
gauge is shown in Fig. 2.
The point at which readings were taken for each of the wheels
is shown in Figures 3 to 11. These figures also show the location
of three thermometers which were used in each of the wheels to
determine the temperature in the rim, hub and plate.
The temperature as determined by the thermometer in the plate
was used to correct the elongation as read on the Berry strain
gauge, i. e., there was an elongation due to the expansion of the
metal from heat and also elongation caused by the strain set up
through the difference in temperatures of the wheel rim and its
rub. The procedure in testing for this elongation was as follows:
Only one test was made on any one wheel per day, so that before
a test began the temperature of the entire wheel was the same.
Before each test readings of all three thermometers were taken and
were found to be always the same ; thus, when the test began there
was no stress in the wheel plate due to heat. At the beginning
of a test a reading of the Berry strain gauge was also taken,
after which the brake shoe machine was started and a speed of
approximately 20 miles per hour was maintained. Readings of the
temperatures and strain gauge were taken at stated intervals by
stopping the machine, such stops occupying from 40 to 60 seconds.
During the test of wheel No. 5 or the 690-pound AP wheel all
shoes were tested at the following pressures: 800-pound continu-
April. 1914
RAILWAY MASTER MECHANIC
159
ous, 2,808, 4,152 and 6,840 pound intermittent. Under the 800
pounds pressure the shoe was left on the wheel the entire time.
Under the other three pressures the shoe was in contact for 610
revolutions. The three heavier pressures were carried on until
100 applications of the brake shoe had been made. Eeadings
were taken after the 2d, 4th, 6th, 8th, 10th, 15th, 25th, 30th, 40th,
50th. 60th, 70th, 90th and 100th applications.
In the case of the 800-pound pressure in which the shoe was in
contact with the wheel the entire time, the tests were continued
through the same length of time or until the same number of
revolutions of the wheel had been made as during the test of the
heavier pressures. Eeadings of the temperatures and strain
gauges were taken at approximately the same interval, i. e., after
1,600, 3,200, 4,800, 6,400, 8,000, 12,000, 16,000, 20,000, 24,000,
30,000, 40,000, 48,000, 56,000, 64,000, 72,000 and 80,000 revolu-
tions of the wheel. Wheel No. 5 was also tested under a continu-
ous brake shoe pressure of 4,152 pounds. This test continued until
the plate of the wheel cracked. The other chilled iron wheels,
namely, Nos. 1, 2, 3, 4, 5, 6, 7, 8 and 9, were each tested under
brake shoe pressure of 800, 2,000 and 3,000 pounds continuous
application. During the testing of the above mentioned wheels
the machine was stopped every five miutes and a reading of the
temperatures and the strain gauge were taken.
The tests under the above pressures were continued until the
stress indicated by the elongation was approximately constant.
This, however, did not require the same time for the different
pressures as is indicated by the results given in the tables which
will be explained a little later.
Wheel No. 2 was tested under a brake shoe pressure of 4,152
pounds which was continued until the plate of the wheel cracked.
METHOD OF CALCULATING THE STRESS FROM THE READING OF THE
BERRY STRAIN GAUGE.
In order to determine the relation of stress to strain, i. e., the
relations between elongation and stress, three test bars were cast
of wheel iron. These bars were approximately 18 inches long and
for a distance of 11 inches in the center the diameter was 1.8
inches and the ends were approximately 2% inches in diameter.
These bars were tested in tension at the testing laboratory of Pur-
due University,
From the average results of two of these bars which showed
about the same results, the third one having a flaw in it, a curve
was plotted. In this curve the elongation in .0001 inch per inch
was plotted against the stress in thousand pounds per square inch.
The upper end of the curve was obtained by continuing the curve
in accordance with the equation of the test bar curve.
From the readings taken of the strain gauge throughout the
test the elongation in inches per inch could be determined. As it
was known that some of the elongation was due to heat expansion a
correction was made from the total elongation by obtaining the
rise in temperature from the thermometer No. 2, the rise being
figured in each case from the original reading before the test
began. By using the co-efficient of expansion of cast iron which is
.00000556 and multiplying this by the rise in temperature of No. 2
thermometer the elongation in inches per inch due to heat was
determined. This heat elongation was subtracted from the total
elongation and the elongation due to stress was obtained. By the
use of this elongation and the curve, the stress in pounds per
square inch was obtained. The relation of stress to strain in
cast iron is a curve. This is typical of cast iron. It is well
known that there is always some set produced in a test bar of
cast iron after it has been tested. That is, the bar does not
return to its original length after the load is released. This,
however, was not shown to be true after the plates of the wheel
had been subjected to a strain clue to the heat produced by the
brake shoe, as it was shown that the reading of the strain gauge
was the same after the wheel had cooled as it was before the test
began. This was true of all wheels tested, so there must be some
difference in the effect of straining a plate in regard to its set.
For this reason it was felt that this curve would not only show the
relation of stress to elongation for the first test on any wheel, but
could be used for repeated tests on the same wheel. This also was
proved by repeating tests under the same condition, in that the
same elongation was obtained. The exact procedure of obtaining
the stress for any elongation will be explained later.
RESULTS.
We find that in most cases the stress in the plate for any given
wheel is nearly proportional to the difference in temperature
between the hub and the rim. This holds true whether being the
temperature be high or low, the difference in temperature being the
controlling factor. It will also be seen that for any given test
this difference in temperature becomes a constant the stress
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Fig. 2 — Method of Applying the Berry Strain Gage.
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Wheel numbers
Fig. 12.
160
RAILWAY MASTER MECHANIC
April. 1914
Cj
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Wheel Number-^
Fig. 13.
also remains constant. In about 30 applications, neglecting indi-
vidual error of reading, the stress remained constant throughout
the remaining applications. The rise in temperature of the three
thermometers was uniform until a certain number of applications
had been made after which the temperature would remain prac-
tically constant; that is, after this point had been reached the
radiation of heat was equivalent to the added heat.
By comparing the results for any wheel while using 800 pounds
continuous pressure with that of the same wheel under 6.840 pounds
intermittent pressure practically the same amount of work being
done in both cases, the resultant maximum stress is for all prac-
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tical purposes the same. That is, for any given wheel the stress
set up in the plate of the wheel is almost proportional to the
amount of work done by the brake shoe in a given time. The
thing which affects this stress in the plate most is the design of the
wheel. This is well shown by comparisons given in Figs. 12 to 14.
Fig. 12 gives the comparison of the stress developed in the plate
of the nine wheels under a continuous brake shoe pressure of 800
pound after the test on each wheel had continued for 32,000 revo-
lutions or at a point when the stress in each wheel had practically
become constant. It will be seen from this figure that the stress
varies from about 12,000 pounds in the 840 pound arch wheel to
20,000 pounds in the 675 pound MCB wheel.
It will also be seen that the three arch plate wheels Nos. 4, 5
and 6 weighing respectively 640, 690 and 740 pounds, had a much
lower stress than wheels Nos. 1, 2 and 3 of the 625, 675 and 725
standard MB wheels. That is, the average stress obtained indi-
•ated in this figure on the three MCB wheels was 17,900 pounds and
on the arch plate wheels, namely, 4, 5 and 6 designed for the same
service, the average stress was 13,000 pounds or the reduction in
stress was 4,900 pounds.
Wheels Nos. 8 and 9, which were made by increasing the weight
of the 625-pound wheel to 690 pounds, show some interesting
results. Wheel No. 8, which had 65 pounds added to the plate,
showed considerably less stress than the standard 625-pound wheels,
but wheel No. 9 which had the 65 pounds of metal added to the rim
of the wheel, did not show any less stress with a continuous brake
shoe pressure of 800 pounds. That is, this metal added to the rim
was practically ,of no value in reducing the stress in the plate
of the wheel due to brake shoe friction.
The comparison in stress of the different wheels as shown in
Fig. 13 under a constant brake shoe pressure of 2,000 pounds after
the wheel had made 3,200 revolutions indicates practically the same
conclusions as those shown in Fig. 12. Here it will be seen the
difference in stress between the low and high stress steel is greater
than in the 800-pound tests, due to the rapid rise in temperature
of the rim. Also the results shown in Fig. 14 giving a compari-
son of the several wheels under a continuous brake shoe pressure
of 3,000 pounds after the wheel had revolved 3,150 revolutions
indicate the same relative difference, but then again the difference
between the low and high steel wheel.
By looking at the results shown in Figs. 12 and 14 it would seem
that the MCB 675-pound wheel, which gave the highest average
stress, must be the poorest designed wheel tested.
In order to show the exact difference of applying the shoe to
the throat of the wheel and then to the rim of the wheel, curves
were plotted and they indicated that while the final stress is prac-
tically the same under both conditions, the stress set up in the
plate during the early part of the application is much greater
when the shoe is applied to the rim than when it is applied to the
throat.
From a careful study of these results it would seem that the plate
of the MCB design of cast iron wheel might be improved by mak-
ing the inside of the plate a smooth curve with a comparatively
large radius instead of reversing the curvature of the plate and
making a sharp curve as now made.
<? 3 e> 7 e
Wheel riurnher^
Fig. 14.
TO TEST the general observance of rules on the Pennsyl-
vania Bailroad, 5,961,732 observations were made and reported
in 1913, with 8,120 failures, showing a record of 99.9 per cent
perfect. These tests included a great variety of violations,
from employes reporting late to smoking on duty, using locomo-
tive whistle unnecessarily, leaving headlight burning in day-
time, using foot to adjust couplers, going between cars to repair
leak in air brake hose without notifying train crew, placing
torpedoes where persons are liable to be injured by them, and
the use of reliable watches. In all 93 different kinds of observa-
tions were made. Exactly 784,675 observations were made as
to the use of intoxicants by employes, and only 158 cases
required discipline.
April, 1914
RAILWAY MASTER MECHANIC
161
MECHANICAL CONVENTIONS FOR 1914.
Railway associations in all departments are doing a great
deal of good and should be encouraged whenever possible. Fol-
lowing is a list of the associations in the mechanical depart-
ment, the dates and places of the next convention of each and
the name of the secretary. There is also given a list of the
topics to be covered at each meeting, so that the field and work
of the respective associations may be compared.
Air Brake Association.
The twenty-first annual convention of the Air Brake Asso-
ciation will be held at the Hotel Pontchartrain, Detroit, Mich.,
on May 5, 6, 7 and 8. F. M. Nellis, 53 State St., Boston, Mass.,
is secretary of the association. The subjects to be presented
are as follows:
1. "Electro-Pneumatic Signal System for Passenger Trains,"
by L. N. Armstrong.
2. "Air Hose," by T. W. Dow.
3. ' ' Clasp Type of Foundation Brake Gear for Heavy Pas-
senger Cars," by T. L. Burton.
4. "Air Gage and Conductor's Valve in Caboose Cars," by
Mark Purcell.
5. "The Analysis of the Factors Involved in Controlling and
Stopping Passenger Trains," by Walter V. Turner.
6. "One Hundred Per Cent Efficiency of Freight Train
Brakes," by Fred Von Bergen.
7. "Recommended Practice," S. G. Down, G. R. Parker,
H. A. Wahlert, J. R. Alexander and N. A. Campbell.
8. Topical Subject— "Mountain Grade Work," by H. H.
Forney.
9. Topical Subject— "Modern Train Building," by G. W.
Nolan.
Railway Storekeepers' Association.
The eleventh annual convention of the Railway Storekeepers'
Association will be held at the Hotel Raleigh, Washington,
D. C, on May 18, 19 and 20, 1914. The standing committees
of the association expect to have their reports ready within a
short time and these will also be printed and distributed before
the meeting. Papers on the regular subjects will also be dis-
tributed to all members. J. P. Murphy, Box C, Collinwood, 0.,
is secretary of the association. The regular subjects are as
follows:
K-l. "Stores Department Expenses."
K-2. "How to Obtain the Greatest Efficiency from Em-
ployes in the Stores Department. ' '
K-3. "Handling of Stationery."
K-4. "Classification of Electric Railway Materials."
The committee reports are as follows:
Recommended Practices — Chairman, H. S. Burr.
Accounting — Chairman, E. E. McCracken.
Piece Work — Chairman, W. W. Eldridge.
Standardization of Tinware — Chairman, W. F. Jones.
Stationery — Chairman, S. C. Pettit.
Uniform Grading and Inspection of Lumber — Chairman, J. H.
Waterman.
Scrap Classification — Chairman, W. T. Bissell.
Membership — Chairman, W. M. Portlock.
Standard Buildings and Structure — Chairman, J. H. McMillen.
Book of Standard Rules — Chairman, J. G. Stuart.
Marking of Couplers and Parts — Chairman, A. H. Young.
Railway Fuel Association.
The International Railway Fuel Association will hold its
sixth annual convention at the Hotel LaSalle, Chicago, HI.,
May 18, 19, 20 and 21. C. G. Hall, 922 McCormick Bldg.,
Chicago, is secretary-treasurer. The subjects for consideration
at the meeting are:
Storage of Coal — Its Feasibility and Advantages to Pro-
ducer, Carrier and Consumer.
Sizing of Coal for Locomotive Use.
A Uniform Method of Computing Locomotive Fuel Consump-
tion for Office Statistics and Trip Performance.
Honeycombing and Clinker Formation.
Coal Space and Adjuncts of Locomotive Tenders.
Relation of Front End Design and Air Openings of Grates
and Ash Pans to Fuel Consumption and Sparks.
Economies in Roundhouse and Terminal Fuel Consumption.
Pre-heating of Feed Water for Locomotive Boilers.
Master Boiler Makers' Association.
The eighth annual convention of the Master Boiler Makers'
Association will be held at the Hotel Waldron, Philadelphia,
Pa., on May 25, 26, 27 and 28. Harry D. Vought, 95 Liberty
St., New York, is secretary of the organization.
Committee reports on the following subjects will be given at
the meetings:
"Advantage or Disadvantage of Oxy-acetylene and Electric
Processes for Boiler Maintenance and Repairs." F. A. Griffin,
chairman.
"What Benefit Has Been Derived from Treating Feed Water
for Locomotive Boilers Chemically?" T. F. Powers, chairman.
"What Can the Association Do to Get a Uniform Rule Re-
garding the Load Allowed on Staybolts and Boiler Braces?"
C. P. Patrick, chairman.
"Advantages or Disadvantages of Flexible Staybolts to Be
Used in Crown Sheets to Take the Place of Sling Stays. " C. E.
Steward, chairman.
"Advantage or Disadvantage of Combustion Chambers in
Large Mallet or Pacific Type Engines, Other Than a Shorter
Flue." A. N. Lucas, chairman.
"What Shape and Size Head of a Radial Staybolt in Crown
Sheet of Oil-burning Engines Gives the Most Efficient Service?"
C. L. Hempel, chairman.
"Does the Method of Flue Cleaning or Rattling Have Any
Effect on the Further Sealing Up of Flues?" B. F. Sarver,
chairman.
"Combustion and Fuel Economy." C. F. Petsinger, chairman.
"Proper Inspection of a Boiler While in Service." C. E.
Fourness, chairman.
"Law." W. H. Laughridge, chairman.
The first day will be given over to addresses by a number
of prominent men and the business of the association. The
committee reports will be taken up on May 26, the second day.
On May 27 members and visitors will visit the plants of the
Parkesburg Iron & Steel Co. and the Lukens Iron & Steel Co.
Two special addresses and the unfinished business will be the
order on the last day, as well as the annual dinner at 7:00 p. m.
Master Mechanics and Master Car Builders' Association.
The forty-eighth annual convention of the Master Car
Builders ' Association will be held at Youngs Million Dollar Pier,
Atlantic City, N. J., on June 10, 11 and 12. The forty-seventh
annual convention of the American Railway Master Mechanics'
Association will be held at the same place the following
week, June 15, 16 and 17. J. W. Taylor, Karpen Building,
Chicago, is secretary of both organizations.
The following subjects will be covered by standing and
special committees at the Master Car Builders' meeting:
"Arbitration."
"Revision of Standards and Recommended Practice."
' ' Train Brake and Signal Equipment. ' '
"Brake Shoe and Brake Beam Equipment."
"Coupler and Draft. Equipment."
"Rules for Loading Materials."
"Car Wheels."
"Safety Appliances."
' ' Car Construction. ' '
"Car Trucks."
"Prices for Labor and Material."
"Train Lighting and Equipment."
"Tank Cars."
"Damage to Freight Equipment by Unloading Machines."
"Specifications and Tests for Materials."
"Retirement of 40,000 and 50,000 Pounds Capacity Cars from
Interchange."
162
RAILWAY MASTER MECHANIC
April, 1914
The following subjects will be covered by standing and
special committees of the American Kailway Master Mechanics'
Association:
"Revision of Standards and Recommended Practice."
"Mechanical Stokers."
"Safety Appliances."
"Design, Construction and Inspection of Locomotive Boilers."
"Locomotive Headlights."
"Standardization of Tinware,"
".Use of Special Alloy and Heat Treated Steel in Locomotive
Construction."
"Smoke Prevention."
"Revision of Standard Efficiency Tests of Locomotives."
"Revision of Air Brake and Train Signal Instructions."
' ' Superheated Locomotives. ' '
"Train Resistance and Tonnage Rating."
"Statistics."
' ' Fuel Economy. ' '
Also the following individual papers:
"Dimensions for Flange and Screw Couplings for Injectors."
By O. M. Poster.
"Motors for Railway Shops." By B. P. Kuhn.
' ' Review of Work Done by Other Mechanical Organizations. ' '
By Dr. Angus Sinclair.
International Railway General Foremen's Association.
The tenth annual convention of the General Foremen's Asso-
ciation is to be held at the Hotel Sherman, Chicago, HI., on
July 14, 15, 16 and 17. The secretary is William Hall, 829
Broadway, Winona, Minn. Committees will report on the
following subjects:
"Engine House Efficiency. " Walter Smith, chairman.
"Cylinders, Pistons, Crossheads, Guides and Valves." J. T.
Mullin, chairman.
"Practice and Methods of Maintenance and Repairs to the
Air Brake aud Its Appurtenances. " CM. Newman, chairman.
"Autogeneous Welding." C. L. Dickert, chairman.
The following papers will also be presented:
"The Taylor System." By W. W. Scott.
"Railroading at a High Altitude." By J. W. Scott.
Tool Foremen's Association.
The sixth annual convention of the American Railway Tool
Foremen's Association Will be held at the Hotel Sherman, Chi-
cago, on July 20, 21 and 22. A. R. Davis, 750 Pine St., Macon
Ga., is secretary and treasurer. The subjects to be covered
are:
"Standardization of Reamers for Locomotive Repair Shops."
"Machine Tool Repairs, Methods of Handling, Records, Etc."
"Tool Room Grinding, Clearance, Angles, Grinding Wheels
and Special Applications. ' '
"Special Tools for Drilling, Reaming and Milling."
"Distribution of Tools for Shop Use, Arrangement of Tool
Racks, Delivery of Tools, Etc."
"Dies for Cold Work, Press and Special Punching,"
Traveling Engineers' Association.
The twenty-second annual convention of this association
will probably be held at the Hotel Sherman, Chicago, late in
August. W. O. Thompson, Buffalo, N. Y., is secretary. Com-
mittees will report on the following subjects:
"Difficulties Accompanying Prevention of Dense Black
Smoke and Its Relation to Cost of Fuel and Locomotive
Repairs. ' '
"Operation of All Locomotives With a View of Obtaining
Maximum Efficiency at Lowest Cost."
"Advantage to Be Derived from Use of Mechanical Stokers
Considering: (1) Increased Efficiency of the Locomotive; (2)
To Increase the Possibility of Securing a Higher Type of
Candidates for Position of Firemen; (3) The Utilization of
Cheaper Grades of Fuel. ' '
"Care of Locomotive Brake Equipment on Line of Road and
C. Kenyon.
By 0. S.
at Terminals; Also Method of Locating and Reporting Defects."
Also the following papers:
' ' Advantages Derived from the Use of Speed Recorders and
Influence of Same on Operating Expense." By Frederick
Kirby.
"Practical Chemistry of Combustion." By A.
"Scientific Train Loading; Tonnage Rating."
Berger, Jr.
Master Blacksmiths' Association.
The twenty-second annual convention of the International
Eailroad Master Blacksmiths' Association will be held at
Milwaukee, Wis., on August 18, 19, 20, 21 and 22. A. L.
Woodworth, Lima, 0., is secretary and treasurer. Committees
will cover the following subjects:
"Flue Welding."
"Making and Repairing Frogs and Crossings."
' ' Carbon or High Speed Steel. ' '
"Tools and Foremen."
"Electric Welding."
' ' Drop Forgings. ' '
' ' Spring Making and Repairing. ' '
"Piece Work and Other Methods of Having Work Done."
"Locomotive Frame Making and Repairing."
' ' Oxy-acetylene Process for Cutting and Welding of Metals. ' '
' ' Case Hardening. ' '
"Heat Treatment of Metals."
"Shop Kinks."
C. I. C. I. & C. F. Association.
The fifteenth annual convention of the Chief Interchange
Car Inspectors' and Car Foremen's Association will be held at
Cincinnati, 0., on August 25, 26 and 27. The discussions will
cover the M. C. B. rules and other topics of interest to the car
department. Stephen Skidmore, 6th and Millcreek, Cincinnati
is secretary.
Painters' Association.
The Master Car and Locomotive Painters' Association will
hold its annual convention at the Hermitage Hotel, Nashville,
Tenn., on September 8, 9, 10 and 11. A. P. Dane, Reading,
Mass., is secretary and treasurer.
GAUGE FOR DRIVING WHEEL TIRES.
By J. T. Hendrum, Florence & Cripple Creek R. R.
The sketch shows a distance gauge, the use of which elim-
inates all guess work in setting of tires. The gauge is placed
on the rim of the wheel center between the spokes and has an
offset at A, which fits against the tire section. Screwing down
the set-screw against the rim serves to hold the gauge in posi-
tion. After the tire is in place, the clamp is inserted and the
clamp nut is screwed down until the tire is against the off-set
. 3 —
Clamp Detail
Mode e/SifTSrce/
Distance Gauge for Applying Tires.
April, 1914
RAILWAY MASTER MECHANIC
163
section of the gauge. Three gauges are used on each wheel
and are kept in place until the tires have cooled sufficiently.
The off-set at A, of course, is equal to the distance the tire pro-
jects inside the wheel center.
There is no measuring to be done when this distance gauge
is applied and it insures the tire being on straight. The device
is especially good when changing tires with the wheels under
the engine, for you get away from trying to measure the tire
distance on inside of wheel center, with the spring, spring
hanger and frame in the way.
HYDROSTATIC TEST PUMP.
By L. E. Dix, M. M., Union Ry.
The test pump shown in the sketch was designed and built
by H. J. Osborne, while master mechanic at the Valley Junc-
tion, la., shops of the Rock Island, and is being very success-
fully used at our shops. It is used for putting water pressure
on boilers and consists of a scrap 8-inch air pump with the air
cylinder bushed to 4% inches. The apparatus is mounted on
a cart so that it may be taken to any part of the shop. The
pump will run with steam, water or air and a pressure of 500
pounds may be obtained. The cost of the outfit will not exceed
4>50. One of these pumps is in use at McGehee, Ark., and an-
other at Cedar Rapids.
A. KIPP, general car inspector of the New York, Ontario &
"Western at Middletown, N. Y., was present at the meeting of
the executive committee of the Chief Interchange Car In-
spectors and Car Foremen's Association, and his name should
have been included in the report of the meeting published in
our last issue.
LIST OF EXHIBITORS M. C. B. & M. M. CONVENTION.
Following is a list of concerns which have arranged foi
•exhibit space at the convention of the Master Car Builders' and
American Railway Master Mechanics' Associations at Atlantic
City, June 10-17, 1914:
Acme Machine Tool Co., Cincinnati, O.
Acme Supply Co., Chicago, 111.
American Abrasive Metals Co., New York City.
American Arch Co., New York City.
American Balance Valve Co., Jersey Shore, Pa.
American Brake Co., St. Louis, Mo.
American Brake Shoe & Foundry Co., Mahwah, N. J.
American Brass Co., Ansonia, Conn.
American Car & Foundry Co., New York City.
American Car & Ship Hdwe. Mfg. Co., New Castle, Pa.
American Flexible Bolt Co., Pittsburgh, Pa.
American Locomotive Co., New York City.
American Mason Safety Tread Co., Boston, Mass.
American Nut & Bolt Fastener Co., Pittsburgh, Pa.
American Roll Gold Leaf Co., Providence, R. I.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
American Steel Foundries, Chicago, 111.
American Tool Works Co., Cincinnati, O.
Anchor Packing Co., Pittsburgh, Pa.
Armstrong-Blum Mfg. Co., Chicago, 111.
Ashton Valve Co., Chicago, 111.
Baker Bros., Toledo, O.
Bareo Brass & Joint Co., Chicago, 111.
Baush Machine Tool Co., Springfield, Mass.
Besly, Chas. H. & Co., Chicago, 111.
Bettendorf Co., Bettendorf, Iowa.
Bird-Archer Co., New York City.
Blackall, Robert H., Pittsburgh, Pa.
Boker, Herman & Co., Brooklyn, N. Y.
Bowser, S. F. & Co., Fort Wayne, Ind.
Brown Automatic Hose Coupling Co., Toledo, O.
Brubaker, W r . L. & Bros., Millersburg, Pa.
Buckeye Steel Castings Co., Columbus, O.
Buffalo Brake Beam Co., New York City.
Camel Co., Chicago, 111.
Carborundum Co., Niagara Falls, N. Y.
Carnegie Steel Co., Pittsburgh, Pa.
Cayuta Mfg. Co., Sayre, Pa.
Chase, L. C. & Co., Boston, Mass.
Chicago Car Heating Co., Chicago, 111.
Chicago Pneumatic Tool Co., Chicago, 111.
Chicago Railway Equipment Co., Chicago, 111.
Chicago Varnish Co., Chicago, 111.
Chisholm & Moore Mfg. Co., Cleveland, O.
Cincinnati Bickford Tool Co., Cincinnati, O.
Cincinnati Milling Machine Co., Cincinnati, 0.
Cincinnati Planer Co., Cincinnati, O.
Clark Foundry Co., Rumford, Me.
Coe, W. H. Mfg. Co., Providence, R. I.
Commercial Acetylene Ry. L. & S. Co., New York City.
Commonwealth Steel Co., St. Louis, Mo.
Consolidated Car Heating Co., Albany, N. Y.
Consolidated Ry. Elec. Lgt. & Eqpt. Co., New York City.
AA
i"S6/ler
Plate
|' 'Brass Bushing
Cast Iron
4" Boiler Plate
- 1" Water Outlet
■*"tfater/nler
Press Fit-
in Cylinder
Boiler Test Pump.
164
RAILWAY MASTER MECHANIC
April. 1914-
Cooper-Hewitt Electric Co.. Hoboken, X. J.
Crane Co.. Chicago, 111.
Crosby Steam Gage & Valve Co.. Boston, Mass.
Curtain Supply Co.. Chicago, 111.
Damascus Brake Beam Co., Cleveland, O.
Dazie Mfg. & Supply Co., Xew York City.
Dearborn Chemical Co., Chicago, III.
Deforest Sheet & Tinplate Co.. Xiles. Ohio.
Detroit Lubricator Co., Detroit, Mich.
Dixon, Joseph, Crucible Co., Jersey City, X. J.
Draper Mfg. Co., Port Huron, Mich.
Dressel Bailway Lamp Wks., Xew York City.
Duff Mfg. Co., Pittsburgh, Pa.
DuPont Fabrikoid Co., Inc., "Wilmington. Del.
Eagle Glass & Mfg. Co., Wellsburg, W. Ya.
Economy Devices Corp., Xew York City.
E. D. E. Company, Chicago, 111.
Edison Storage Battery Co., Orange, X. J.
Edwards, O. M.. Co.. Syracuse, X. Y.
Electric Controller & Mfg. Co., Xew York City.
Electric Storage Battery Co., Philadelphia, Pa.
Elwell-Parker Electric Co., Xew York City.
Equipment Improvement Co., Xew York City.
Fastnut, Limited, London, Eng.
Flannery Bolt Co., Pittsburgh, Pa.
Forged Steel "Wheel Co., Pittsburgh, Pa.
Fort Pitt Malleable Iron Co., Pittsburgh, Pa.
Foster, Walter H. Co., Xew York City.
Franklin Eailway Supply Co., Xew York City.
Frost Eailway Supply Co., Detroit, Mich.
Galena Signal Oil Co., Xew York City.
Garlock Packing Co., Palmyra, X. Y.
General Electric Co., Schenectady, X. Y.
General Bailway Supply Co., Chicago, 111.
Gold Car Heating & Lighting Co.. Xew York City.
Goldschmidt Thermit Co., Xew York City.
Gould Coupler Co., Xew York City.
Greene, Tweed & Co., Chicago, 111.
Griffin Wheel Co., Chicago, 111.
Grip Xut Co., Chicago, HI.
Hale & Kilburn Co.. Xew York City.
Hammett, H. G., Troy. X. Y.
Harrington, Edwin, Son & Co., Lac, Philadelphia, Pa,
Hartshorn, Stewart Co., Chicago, 111.
Heppenstall Forge & Knife Co., Pittsburgh, Pa.
Hewitt, H. H., Xew York City.
Hewitt Rubber Co., Buffalo, N. Y.
Heywood Bros. & Wakefield Co., Wakefield, Mass.
Hunt-Spiller Mfg. Corp., So. Boston, Mass.
Hutchins Car Roofing Co., Detroit, Mich.
Illinois Steel Co., Chicago, 111.
Independent Pneumatic Tool Co., Chicago, 111.
Ingersoll-Rand Co., Xew York City.
Jacobs-Shupert U. S. Firebox Co., Xew York City.
Jenkins Bros., Xew York City.
Johns, H. W., Mannville Co., Xew York City.
Joliet Railway Supply Co., Chicago, HI.
Jones & Lamson Machine Co., Springfield, Yt.
Jones & Laughlin Steel Co., Pittsburgh, Pa.
Joyce-Cridland Co., Dayton, O.
Justice, Phillip S. & Co., Philadelphia, Pa.
Kerite Insulated Wire & Cable Co., Xew York City.
Keyoke Railway Equipment Co., Chicago, 111.
Keystone Lubricating Co., Philadelphia, Pa.
Landis Machine Co., Waynesboro, Pa.
Lehon Co., Chicago, LU.
Locomotive Stoker Co., Schenectady, X. Y.
Locomotive Superheater Co., Xew York City.
Lodge & Shipley Machine Tool Co., Cincinnati, O.
Long, Chas. R., Jr., Co., Louisville, Ky.
Lunkenheimer Co., Cincinnati, O.
Lutz-Webster Engineering Co., Philadelphia, Pa.
Magnus Metal Co., Xew- York City.
Mahr Mfg. Co., Minneapolis, Minn.
Manning-Maxwell & Moore, Inc., Xew York City.
Massachusetts Mohair Plush Co.. Boston, Mass.
Midvale Steel Co., Philadelphia, Pa.
Mudge & Co., Chicago, 111.
Mc Conway & Torley Co., Pittsburgh, Pa.
McCord & Co., Chicago, 111.
McCord Mfg. Co., Chicago, 111.
MoGraw Publishing Co., Xew York City.
Xathan Mfg. Co., Xew York City.
Xational Graphite Lubricator Co., Scranton, Pa.
Xational Lock Washer Co., Xewark, X. J.
Xational Malleable Castings Co.. Cleveland, O.
Xational Tube Co.. Pittsburgh, Pa.
Xewhall, Geo. M.. Engineering Co., Philadelphia, Pa.
Xewton Machine Tool Works. Inc., Philadelphia, Pa.
Xiles-Bement-Pond Co., Xew York City.
Xorton, A. O., Inc., Boston, Mass.
Xuttall, R. D. Co., Pittsburgh, Pa.
Okonite Company. Xew York City.
O 'Malley-Beare Yalve Co., Chicago, 111.
Pantasote Co., Xew York City.
Parkesburg Iron Co., Parkesburg, Pa.
Pels, Henry & Co., Xew York City.
Pilliod Co., Swanton, O.
Pocket List of RR. Officials. Xew York City.
Pollak Steel Co., Xew York Cit;-.
Power Specialty Co.. Xew York City.
Pressed Steel Car Co., Pittsburgh, Pa.
Pyle Xational Electric Headlight Co., Chicago, 111.
Pyrene Mfg. Co., Xew York City.
Quigley Furnace & Foundry Co.. Xew York City.
Railway Electrical Engineer, Chicago, 111.
Railway List Co., Chicago, 111.
Railway Materials Co.. Chicago, 111.
Railway Review. Chicago, HI.
Railway Utility Co., Chicago, 111.
Ralston Steel Car Co., Pittsburgh, Pa.
Reading Specialties Co., Reading, Pa.
Reed Mfg. Co., Erie, Pa.
Reliance Electric & Engineering Co., Cleveland, O.
Remy Electric Co., Anderson, Lad.
Robinson Co., Boston, Mass.
Rochester Germicide Co., Rochester, X. Y.
Ross Schofield Co., Xew York City.
Ryerson, Joseph T., & Son, Xew York.
Safety Car Ht 'g & Lt'g Co., Chicago, 111.
Sargent Co., Chicago. HI.
Sellers, Wm.. & Co., Philadelphia, Pa.
Simmons-Boardman Publishing Co., Xew York City.
Standard Asphalt & Rubber Co., Chicago, LU.
Standard Heat & Ventilation Co.. Xew York City.
Standard Steel Car Co., Pittsburg. Pa.
Standard Stoker Co., Inc.. Xew York City.
Strong-Carlisle & Hammond Co., Cleveland, O.
Symington, T. H., Co., Rochester, X. Y.
Transportation Utilities Co., Xew York City.
Union Draft Gear Co., Chicago, HI.
Union Railway Equipment Co., Chicago, LU.
Union Spring & Mfg. Co., Pittsburgh. Pa.
United Engineering & Fndry. Co.. Pittsburgh, Pa.
U. S. Light & Heating Co., Xew York City.
U. S. Metal &- Mfg. Co., Xew York City.
TJ. S. Metallic Packing Co., Philadelphia, Pa.
Universal Draft Gear Attachment Co., Chicago, HI.
Valentine & Co., Xew York City.
Vissering, Harry & Co., Chicago, 111.
Warner & Swasey Co., Cleveland, O.
Watson-Stillman Co., L T nion County, X. J.
April, 1914
RAILWAY MASTER MECHANIC
165
West Disinfecting Co., New York City.
"Western By. Equipment Co., St. Louis, Mo.
Western Steel Car & Fndry. Co., Chicago, 111.
Westinghouse Air Brake Co., E. Pittsburgh, Pa.
Westinghouse Electric & Mfg. Co., E. Pittsburgh, Pa.
Westinghouse Machine Co., E. Pittsburgh, Pa.
Wheel Truing Brake & Shoe Co., Detroit, Mich.
Wiley & Russell Mfg. Co., Greenfield, Mass.
Wilmarth & Norman Co., Grand Rapids, Mich.
Wilson Remover Co., Newark, N. J.
Wiltbonco Mfg. Co., Boston, Mass.
Wine Railway Appliance Co., Toledo, O.
Yale & Towne Mfg. Co., New York City.
Zug Iron & Steel Co., Pittsburgh, Pa.
W. B. Kilgore has been appointed road foreman of engines of
the Baltimore S~ Ohio, with office at Lima, O., and with juris-
diction between Troy and Cincinnati.
A. E. McMillan has been appointed assistant master mechanic
of the Baltimore 4" Ohio Southwestern, with office at Cincin-
nati, O.
J. B. Harward succeeds W. H. Keller as general foreman of
the Baltimore 4" Ohio Southwestern at Flora, 111.
Oscar Stevens succeeds W. C. Garaghty as road foreman of
engines of the Baltimore 4" Ohio Southwestern at Cincinnati, O.
William Graff has been appointed road foreman of engines
of the Baltimore $r Ohio Southwestern at Chillicothe, 0.
J. S. Sheafe has been appointed master mechanic of the Bal-
timore Sr Ohio at Clifton (S. I.), N. Y. Mr. Sheafe was
formerly engineer of tests of the Illinois Central at Chicago.
H. A. Martin succeeds S. D. Page as general car foreman of
the Bangor 4" AroostocJc, with office at Milo Junction, Me.
F. G. Drolet succeeds S. L. Tracy as general engine foreman of
the Bangor Sr AroostocJc at Milo Junction, Me.
W. W. Boulineau has been appointed road foreman of the
Central of Georgia at Macon, Ga., succeeding A. D. Prendergast.
A. G. McLellan succeeds W. H. Wunderlee as foreman of loco-
motive repairs of the Chicago &r Alton at Bloomington, 111.
W. H. Naylor succeeds W. H. Davies as road foreman of
engines of the Chicago Sr Alton, with offices at Bloomington, 111.
Howard Timmel, road foreman of the Chicago, Burlington Sr
Quincy, has been transferred from Sterling, Colo., to Edgemont,
S. D., where he succeeds E. R. Morrison.
F. Carter has been appointed purchasing agent of the Chicago
Sr Illinois Midland, succeeding H. F. Campbell. His office is at
Chicago.
F. W. Murphy succeeds John Bauer as master mechanic of the
Chicago, Ottawa S~ Peoria, with office at Ottawa, 111.
F. Fisher succeeds W. H. Cour as general foreman of the
Chicago, Peoria Sr St. Louis. His office is at Springfield, 111.
W. H. Keller succeeds W. A. Deems as general foreman of the
Cincinnati, Hamilton Sr Dayton at Lima, O.
John Simmes has been appointed general foreman of the Cin-
cinnati, New Orleans Sr Texas Pacific at Ludlow, Ky., succeeding
J. G. Lewis.
D. J. Mullen has been appointed superintendent of motive
power of the Cleveland, Cincinnati, Chicago Sr St. Louis, succeed-
ing S. K. Dickerson. His office is at Indianapolis, Ind.
F. K. Murphy succeeds D. J. Mullen as assistant superintendent
of motive power of the Cleveland, Cincinnati, Chicago Sr St. Louis,
with office at Indianapolis, Ind.
W. E. Ricketson succeeds C. A. Brandt as mechanical engineer
of the Cleveland, Cincinnati, Chicago Sr St. Louis, with office at
Beech Grove, Lad.
F. Bauer succeeds F. K. Murphy as master mechanic of the
Cleveland, Cincinnati, Chicago S- St. Louis, with office at Indianap-
olis, Ind.
C. A. Brandt has been appointed assistant master mechanic of
the Cleveland, Cincinnati, Chicago Sr St. Louis, with office at
Indianapolis, Ind. Mr. Brandt was formerly mechanical engineer.
W. E. Lefatvre succeeds Thomas Tipton as purchasing agent
of the Denver Sr Bio Grande, with office at Denver, Colo.
B. Ferris has been appointed acting general foreman of the
Detroit, Toledo 4' Ironton at Delray, Mich., succeeding George
Gilmore.
H. Allen succeeds William Russell as foreman car repairs of
the Galveston, Earrisourg Sr San Antonio at El Paso, Tex.
F. A. Bladorn succeeds J. D. Brown as locomotive foreman
of the Great Northern at Billings. Mont.
D. P. Phalen succeeds H. G. Koch as locomotive foreman of
the Great Northern at Butte, Mont.
W. P. Milon succeeds R. E. Molt as locomotive foreman of the
Great Uorthern at Whitefish, Mont.
F. Heins has been appointed master mechanic of the Gulf Sr
Sabine River, vice C. E. Magee. His headquarters are at Fuller-
ton, La.
Charles F. Barnhill, as announced in our last issue, has been
appointed master mechanic of the Gulf, Colorado Sr Santa Fe,
with office at Silsbee, Tex. Mr. Barnhill was born on December
26, 1872, at McArthur, 0., and entered railway service in October,
1886, as a machinist apprentice with the Ohio Southern Railway.
He completed his apprenticeship in 1891 and worked in various
shops as a machinist during the following two years. From 1893
to 1898 he was successively machine foreman, erecting foreman
and general foreman at the Clifton Forge shops of the Chesapeake
& Ohio. From 1898 to 1900 he was erecting foreman for the
same road at Huntington, W. Va., later going to the Columbus,
Shawnee & Hocking as machine and erecting foreman. In 1902
he became erecting foreman of the Gulf, Colorado & Santa Fe
at Cleburne, Tex., and from 1904 to 1907 was roundhouse fore-
man at the same point. In March, 1907, he was made division
foreman of the same road at Gainesville, Tex., which position
he held until his recent appointment.
H. B. Brown, formerly assistant superintendent of machinery
of the Illinois Central, is now general fuel inspector of that road,
with headquarters at Park Row Station, Chicago.
W. G. Hall, as announced in the February issue, has been
appointed master mechanic of the International Sr Great Northern
at Mart, Tex. Mr. Hall was born at Palestine, Tex., in 1882,
was educated in the public schools at that place and commenced
railway work as a machinist apprentice with the International
& Great Northern in October, 1898. Upon completing his ap-
prenticeship in October, 1902, he took service with the St. Louis,
Iron Mountain & Southern at Argenta, Ark., as a machinist, later
going with the St. Louis Southwestern at Pine Bluff, Ark., and
W. G. HALL.
166
RAILWAY MASTER MECHANIC
April. 1914
with the Chicago A Lis-tern Illinois at Danville. 111., where he
was made gang foreman in August. 1905. In December, 19"7.
he became roundhouse foreman of the Trinity & Brazos Valley
at Teague. Tex. In January. 1910. he was made roundhous<
foreman of the International & Great Northern at Palestine. Tex.,
holding this position until his recent promotion.
C. E. Fowler has been appointed master mechanic of the Jef-
son $ Xorthirextern. with office at Jefferson. Tex. He suc-
ceeds T. H. Y. Xewcorub.
Charles Woodard soeeee - I . L. Adair as master mechanic of
the Kansas Citu. Mexico & Orient of Texas, with office at San
Angelo. Tex.
W. M. Bosworth. whose appointment as mechanical engineer
of the Louisvil' .< N shuttle was announced in the last issue. wa>
born June 13, lS7f». at Baltimore. Md. He commenced railway
work in July. - ial apprentice at the Mount Clare
shops of the Baltimore <Sc Ohio and later became a draftsman
at the same place. From 1906 until 1911 he was chief draftsman
of the Baltimore & Ohio and in 1911 was appointed mechanical
engineer of the Kansas City Southern at Pittsburg. Kan., where
he remained until his present appointment.
B. J. Peasley has been appointed superintendent of shops of
the Missouri Pacific at Argenta. Ark. He succeeds B. E. Stevens.
G. K. Stewart succeeds B. J. Peasley as master mechanic of
the Missouri Pacific at DeSoto, Mo.
J. A. Sheppard has been appointed master mechanic of the
Missouri Pacific shops at Coffeyville. Kan., succeeding G. K. Stew-
art. Mr. Sheppard was born at Clinton. la., on August 14. 1867,
serving his apprenticeship on the Chicago & Northwestern at that
point. After completing his apprenticeship he served with the
Chicago. Milwaukee &: St. Paul at Savanna. 111., with the Duluth
A: Iron Bange at Two Harbors, Minn., and with the Clinton
Bridge & Iron Works at Clinton. la. Later he was with the
B. C. B. Railway at Cedar Rapids. la., a? machinist and foreman.
He left Cedar Rapids on December 1, 1908. to become division
foreman of the Missouri Pacific at Council Grove. Kan., and in
the spring of 1911 was transferred to the same position at Pueblo.
Colo., where he remained until his present appointment.
J. L. Woods has been appointed assistant purchasing agent of
the Xashville, Chattanooga 4' St. Louis, with office at Nashville.
Tenn.
I. M. Ramsdell has been appointed master car builder of the
Oregon-Washington li. B. 4' V,. with office at Portland. Ore. Mr.
Ramsdell was formerly master car builder of the Chicago k Alton
at Bloomington. 111.
L. Woster succeeds F. Ritner as superintendent of motive power
of the Ohio Southeastern, with office at Cincinnati. O.
J. C. Nolax has been appointed master mechanic of the St.
is, Brownsiille «f Texas, with office at Kingsville. Tex.
A. F. Hawkins has been appointed general foreman, car de-
partment, of the - Antonio, Uvalde 4' Gulf, with headquarters
at Pleasanton, Tex., vice W. H. Pinson. resigned.
H. Jacksox has been appointed general foreman, locomotive
department, of the San Antonio, Uvalde 4' Gulf, with headquar-
at Pleasanton. Tex., vice H. M. Warden, resigned.
J. H. Rcxtox has been appointed superintendent of motive
power of the San Antonio, Uvalde 4' Gulf, with headquarters at
Pleasanton, Tex.
George St. Pierre has been appointed superintendent of equip-
ment of the San Francisco-Oakland Terminal, with office at Oak-
land. Cal. He was formerly master mechanic at that point.
J. J. Robixsox succeeds S. C. Shepperd as general foreman of
the Southern at Manchester. Ta.
C. E. Keever succeeds J. J. Robinson as general foreman of
the Southern at Greenville. S. C.
F. A. Balich succeeds A. L. Stewart as general foreman of the
Southern at Charlotte, N. C.
T. W. Heixtzelmax. as announced in our last issue, has been
appointed general superintendent of motive power of the Southern
T. W. HEINTZELMAN.
Pacific, with headquarters at San Francisco. Cal. Mr. Heintzel-
man commenced railway work as a machinist apprentice, following
it up with a term in the draughting room and afterwards being
promoted to foreman in the machine shop. He then gave up shop
work and entered road service as a fireman and later as a loco-
motive engineer. Subsequently he was made general foreman and
- :-tant master mechanic on the Chicago. St. Paul, Minneapolis
A: Omaha and then master mechanic, on the Chicago. St. Paul
A Kansas City (now the Chicago Great Western). He remained
with this road until he took service with the Southern Pacific as
master mechanic at Sacramento in LSSS. In 1902 he was pro-
moted to superintendent of motive power of the northern district
of this company, occupying this position until his present pro-
motion.
O. B. Schoexky has been appointed shop superintendent of the
Soutli' in Pacific at Sacramento. Cal.. succeeding C. T. Nbyea.
D. S Watkixs has V»een promoted to assistant superintendent
-hops of the Southern Pacific at Sacramento, Cal.
J. P. Brexdel succeeds O. B. Schoenky as general foreman of
the car shops of the Southern Pacific at Sacramento, Cal.
F. M. Maseley has been appointed roundhouse foreman of the
T- h $ Gulf, succeeding R. J. Wilson. His office is at Long- .
view. Tex.
P. Stefftax has been appointed purchasing agent of the Ve 'a
Cru: Terminal, with office at Mexico City. Mexico.
F. T. Hyxdmax. superintendent of motive power of the Wheel-
ing it- Luke Erie, has had his headquarters transferred from Cleve-
land to Brewster. O.
F. Clarke has been appointed locomotive foreman of the Ca-
nadian Xorthern at Calgary. Alta.
A. H. Sweetmax has been appointed car foreman of the Ca-
nadian Xorthern at North Battleford. Sask.
H. Thompsox succeeds J. Quinn as locomotive foreman of the
Canadian Xorthern Ontario, with office at Parry Sound. Ont.
A. H. Bixxs succeeds L. F. Hamilton as master mechanic of
the Ontario division of the Canadian Pacific, with headquarters
at West Toronto, Ont.
F. W. Nicks has been appointed acting master mechanic of the
Manitoba division of the Canadian Pacific, with office at Winni-
peg, vice P. S. Lindsay, on leave of absence.
M. 8. Moxtgomery has been appointed road foreman of the
Northern Pacific at Duluth, Minn.
B. F. Lilly succeeds W. L. Jones as general foreman, car de-
partment, of the St. Louis, BroicnsvUh f Mexico, with office at
Kingsville, Tex.
April, 1914
RAILWAY MASTER MECHANIC
167
OBITUARY.
William Appe, at one time master car builder on the Canadian
Pacific and later holding the same position on the Algoma Central
$• Hudson Bay. died at his home al Toronto, March 21, at the
age of 67.
D. C. FITZGERALD, former assistant superintendent of motive
power of the SI. Louis <J- San Francisco, lost his life in the fire
which destroyed the Missouri Athletic Club at St. Louis. Mo., on
March 9.
Wpng'^ Manufacturers
JOURNAL BOX PACKING GUARD.
Robbing journal boxes of waste for use in starting fires, oil-
ing small machines, etc., has resulted in a good many cases of
delay to trains due to hot boxes, with the attendant danger,
and also in the injuring or destruction of the journal brasses.
To prevent this source of loss, annoyance and possible danger,
a device has just been perfected and placed on the market
called the Nuway journal box packing guard. This is in the
form of a plate made of 14 gauge steel with teeth on sides and
bottom, designed so that the waste cannot work out at the
front of the journal box and also so that waste is retained abso-
lutely against the efforts of anyone to extract it from the box.
Journal Box at Left is Equipped with Nuwav Packing Guard.
One at the Right Is Not So Equipped.
The
The guard is held in place by the weight of the car, so that
there is no possibility of tampering or removing the guard
without lifting the car. This device, therefore, absolutely
insures the lubrication of the axle at the heaviest bearing point
at all times, provided there is any oil whatever left in the
packing — this in addition to saving a large amount of waste.
An element of additional safety is provided for the proper
operation of cars without boxes running hot. This journal box
packing guard is being marketed by the Nuway Packing Guard
Co., Tuscaloosa, Ala.
HANCOCK COAL SPRINKLER.
Many accidents in a locomotive cab are due to the failure of
the coal sprinkling apparatus. Water for sprinkling is usually
taken from the delivery pipe of the injector, and the tempera-
ture is so high and the pressure so great that when the delivery
hose becomes clogged, as it frequently does as a result of the
heat and pressure destroying the inner lining, the hose either
bursts or is blown off the connection, scalding the occupants of
the cab. Of all cab accidents 70 per cent are said to come
from this source.
The Hancock sprinkler, which acts on the principle of an
ejector, is so designed that it is absolutely pnof against acci-
dents of this kind.
The principle feature of the Hancock coal sprinkler, made
by the Hancock Inspirator Co., New York, is a valve which
automatically discriminates between steam and water, and its
action is so positive and reliable that there cannot be a sudden
and unexpected discharge of steam through the hose.
The sprinkler is generally applied on the strainer or on the
suction valve of the injector of the locomotive by the use of a
short connecting nipple having a bend so that the sprinkler will
be in a vertical position. A valve is placed - in the steam pipe
at a point where it can be conveniently reached.
In operating the coal sprinkler the steam valve in the pipe is
opened wide and that action opens the valve 7. That action
also closes the drip hole B, the piston end on the lower end of
guiding stem covering the hole. Steam will now flow through
nozzle No. 4, forming a jet and combining with water in valve
5. (But there never will be a flow of steam in starting because
tubes 4 and 5 are always under water by reason of the location
of the sprinkler at a point lower than the tank.)
Steam will flow into the pressure chamber A and valve 2,
which has been closed heretofore, will be lifted. Port C, which
has been opened heretofore, will also be closed and the water
will be forced through the delivery pipe and into the delivery
hose.
The accidents resulting from the use of a sprinkler have
generally been caused by an interruption of the water supply,
due to an obstruction, such as leaves, waste or coal at the
strainer, or by the failure of the injector to work. Should the
flow of water be interrupted or the injector refuse to work,
where a Hancock coal sprinkler is used, the valve No. 2 which
discriminates between steam and water will close the sprinkler
so that no steam will escape into the hose; instead the steam
will be blown back toward the suction pipe, will flow into the
DELIVERY
10
SUCTION
Hancock Coal Sprinkler.
168
RAILWAY MASTER MECHANIC
April, 1914
pressure chamber A and force valve 2 upward. The end E of
valve 2 will seat against the surface F, thus making it impossi-
ble for steam to flow into the delivery tube.
"When not operating both valves will seat. The discriminat-
ing valve No. 2 is heavy enough to prevent water flowing up
the delivery pipe and then all the water in the delivery pipe
will flow out of the drain hole C. At the same time steam valve
7 will seat, no water will flow up the steam pipe and all water
or steam in the steam pipe will drain out at the hole B.
This sprinkler uses comparatively cold water; no steam can
escape; it is self-draining and cannot freeze.
CAB SEAL.
The metal car seal shown in the illustration is made of two-
ply steel, punched so that it can easily be bent in the shape
of a triangle and locked by turning one of the ends back, as
shown in one of the figures. An attempt to unlock the seal will
break off this end, as the metal of the seal will not stand up
under rebending, due to its composition. The seal of the car is
thereby broken. The seal is put through the slot in the door
pin, is bent at the two punched holes in the manner shown and
the end F is inserted and pressed down into slot D. The narrow
Application of Edgar Car Seal.
portion of the end F fits into this slot. The end A is then bent
at the entrance to slot D, until F passes through the square
hole B. If the numbered end is raised enough to allow the F
end to be slipped out of the slot, the numbered end will
invariably break off. The seal can be used with the hasp and
staple without a pin, and with a two-pin hook it is only neces-
sary to put the seal through one pin. When sealing through a
horizontal slot the seal should be applied with the number on
the lower side so that it may be easily read. The seal has been
placed on the market by the Metal Car Seal Co. of Chicago, 111.
^Literature
The Gold Car Heating & Lighting Co. of New York has just
issued a booklet descriptive of Gold's electric thermostatic
control of steam heating. This is an economical method of
controlling the steam, maintaining an equable temperature in
every car throughout the train, lessening the parts and weight
of the steam heating system, and cutting down the steam con-
sumption both in yards, at terminals, and in service.
* * »
"A Manual of Electrical Testing" is the subject of a new
forty-eight page bulletin, issued by the Wagner Electric Manu-
facturing Co. of St. Louis. Besides describing the line of
portable instruments manufactured by the Wagner company,
this bulletin describes various types of electrical instrument
movements, the errors to which they are subject and gives sug-
gestions for their handling and care. The methods for making
tests on alternating current and direct current motors and
generators and on transformers are described at length and
illustrated by comprehensive and instructive diagrams.
• • *
Locomotive hoists as manufactured by the Whiting Foundry
Equipment Co., Harvey, HI., are fully described in catalogue
No. 105 of that firm. They are of the electric screw jack type,
the mechanism consisting principally of two stationary and two
movable screw jacks located in pairs on opposite side of rail-
road track on which locomotive to be wheeled is run. Illustra-
tions of a number of installations are given.
• • •
The National Malleable Castings Co. has issued circulars No.
65 and No. 66, covering respectively the National safety brake
lever and the National safety clevis and pin for uncoupling
rods.
• • •
"National" Bulletin No. 11B of the National Tube Co., Pitts-
burgh, Pa., contains some 27 pages of the history, characteris-
tics and advantages of "National" pipe. Considerable research
work was necessary to secure some of the information and the
booklet is interesting and valuable.
» * *
The Waterhouse Welding Co. of Boston, Mass., has published
a booklet entitled ' ' Welding and Cutting Plants, ' ' containing
illustrations, details and prices of six different outfits of this
sort which are furnished by this firm.
• • •
A. L. Henderer's Sons of Wilmington, Del., have issued their
1914 catalogue, which is divided into a tube expander section,
a punch section, a pump section and a jack section. A com-
plete line of tools is shown in each section.
g>Selfogf /Side
James T. Gardner, for a number of years in the railway sup-
ply business, with offices in the Bailway Exchange building,
Chicago, died on April 9 at his home in Chicago. Mr. Gardner
spent many years in railway service, being successively super-
intendent of the Buffalo. New York & Philadelphia; general
superintendent of the Buffalo, Rochester & Pittsburgh, and
general manager of the Cincinnati, Saginaw & Mackinac. He
has been in the railway equipment business since 1891.
The Joyce-Watkins Company has removed its office from 134
South La Salle street, Chicago, to the McCormick building, 332
South Michigan avenue.
The IT. S. Light & Heating Co. has moved its Chicago office
from 1013 Peoples Gas building to 2335 State street, thus bringing
the Chicago sales office and service station into the same building.
The Scarritt-Comstock Furniture Co.. St. Louis, has been
incorporated as the Scarritt-Comstock Corporation.
The A. S. Cameron Steam Pump Works. New York, has opened
a branch office and warehouse in each of the following cities:
Birmingham. Ala.; Chicago; Cleveland, Ohio; Duluth. Miim. :
Houghton, Mich. ; Knoxville, Tenn. ; Los Angeles, Cal. ; Phil-
adelphia, Pa.; Pittsburgh, Pa.; St. Louis, Mo.; Seattle, Wash.
The Dieter Nut Company has moved its offices from 84 William
street. New Y~ork, to 80 Maiden Lane.
J. T. Anthony has been appointed assistant general eastern
sales manager of the American Arch Company. Mr. Anthony was
born in February, 1883, was graduated at Georgia Tech. in 1902,
and was engaged in textile manufacturing for four years; entered
the service of the Atlantic Coast Line in 1906, and changed to the
Central of Georgia in January, 1907, being located in the motive
power department. He took the position of combustion engineer
with the American Arch Co. in January, 1912, and was made
April, 1914
RAILWAY MASTER MECHANIC
169
J. T. ANTHONY.
assistant to president in January, 1913, which position he held
until March 1, 1914, when he was appointed to his present position.
Harlow D. Savage has been appointed general eastern sales
manager of the American Arch Co., with office at 30 Church street,
New York. Mr. Savage was born at Memphis, Tenn., April 16,
1860, and was educated in the public schools and at Kenyon Mili-
H. D. SAVAGE.
"tary Academy. From June, 1907, to March 1, 1914, he was with
the Ashland Fire Brick Co.
W. L. Anderson has been appointed manager of the railway
sales department of the Union Fibre Company, Chicago. He was
formerly with George E. Molleson Co.
Edward A. Hawks has been appointed a special representative
of the department of car equipment of Dahlstrom Metallic Door
'Co., Jamestown, N. Y.
Frank J. Schraeder, Jr., formerly with the Koberts & Schaefer
Company, Chicago, has formed a partnership with E. E. Gurley,
formerly with the T. W. Snow Construction Company. The firm
will be known as Gurley & Schraeder, with offices in the Ellsworth
building, Chicago.
G. W. Alden, formerly with the McMyler-Interstate Co., of
Bedford, Ohio, has been appointed western sales manager for the
Ohio Locomotive Crane Co., of Bucyrus, Ohio, with office in the
Fisher building, Chicago.
Arthur J. Odegaard, manager of the St. Louis office of the
Spencer Otis Co., and former assistant purchasing agent of the
Eock Island Lines, was killed in the fire which destroyed the
Missouri Athletic Club in St. Louis, Mo., on March 9.
I. W. Lincoln has been appointed vice president of the Duncan
Lumber Company, of Portland, Ore. He is in charge of the east-
ern sales office in the McCormick building, Chicago.
Bertram Smith has been appointed assistant manager of the
Edison Storage Battery Supply Company, San Francisco, which
handles the Edison battery on the Pacific coast.
W. K. Allen, formerly secretary of the Elgin, Joliet & Eastern,
has been made general western agent of the Hudson Mechanical
Eubber Company, 50 Church street, New York, and the United
Eailway Signal Company, Trenton, N. J., with office in the Peo-
ple's Gas building, Chicago.
George Hills has resigned as president of the Welding Mate-
rials Co., New York, to become general sales agent of the Siemund
Wenzel Electric Company, of New York.
Frank N. Gregg has been appointed sales agent of the Trans-
portation Utilities Company, with office at 1201 Virginia Eailway
& Power building, Eichmond, Va.
The Barco Brass & Joint Co., 226 North Jefferson street, Chi-
cago, in order to take care of its increasing business, has en-
gaged the services of Clarence L. Mellor, who was formerly
with the United States Metallic Packing Co., in charge of
western sales, and has appointed Mr. Mellor western repre-
sentative. Mr. Mellor has been in the railway supply business
a number of years. From 1897 to 1899 he was in the London
C. L. MELLOR,
Barco Brass & Joint Co., Chicago.
office of Edward Mahoney; he at that time represented the
Baldwin Locomotive Works, Harlin & Hollingsworth, Edgemore
Bridge Works, etc. He returned to the United States in 1899
and was with the Baldwin Locomotive Works as foreman in
various departments until 1909, when he went with Alfred
Lowell as chief inspector. He remained there a few months
and then went with the United States Metallic Packing Co.,
whom he has represented in the west ever since.
170
RAILWAY MASTER MECHANIC
April, 1914
REOPENING OF THE SOUTHERN HOTEL.
The Southern Hotel at St. Louis, which was one of the best
known and most popular with railroad men, is to be reopened
on May 1 on a strictly modern and high-class basis and will
be operated along the same lines which made it so popular
in days past. The original Southern Hotel was built by Thomas
Allen, but was destroyed by fire in 1877. Allen then determined
to build a hotel which could not be burned, and in building the
new hotel, steel rails and stone were used. This building was
erected in 1880. Since that time many prominent men have
been entertained under its roof. The St. Louis Railway Club
held its meetings there for many years and there is now quite
a favorable sentiment being shown towards holding its meet-
ings there in the future.
The hotel has 350 guest rooms and is to be operated on the
European plan exclusively. The Missouri Athletic Club has
engaged quarters on the ground floor for two years and this
of course will serve to add to the popularity of the hotel.
JACK RYAN.
The new officers are: Walter Powell, president; Joseph Tur-
ley, secretary and treasurer, and "Jack" Ryan, manager.
"Jack" Ryan will be well remembered by the former patrons
of the hotel as he has been connected with it since 1888, with
the exception of two or three years. Ryan is always there with
ever present good cheer and hospitality and no one need be
blue while he is on the job. The reopening of this hotel will
undoubtedly meet with a great favor among supply and rail-
wav men as well as others.
RAILWAY SUPPLY EXHIBIT IN NEW QUARTERS.
Some two years ago the Karpen brothers conceived the idea
of fitting up an entire floor of their spacious building at 900
Michigan avenue, Chicago, for a concentrated and collective ex-
hibit of railway supplies and equipment, and to this end
equipped the twelfth floor with the necessary telephones, furni-
ture, etc., which would make it possible for anyone interested in
this industry to have every possible convenience afforded by a
modern office in addition to having their product on exhibit the
year round to visiting railroad men. The past two years has
proven that the idea was thoroughly practical, and that many
of the manufacturers who had salesrooms and offices in Chi-
cago recognized the importance of having their goods displayed
on the floor and rented space for that purpose, but the only
thing that hindered the rapid growth of the plan was the loca-
tion of the Karpen building — its distance from the loop pre-
vented many visiting railroad men from attending it. owing to
lack of time, and resident railroad men could not spare time
during business hours to visit it.
i mm-
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Lytton Building.
To overcome this and bring the idea to a full fruition, the
management perfected arrangements to occupy the entire ninth
floor of the new Lytton building, corner State street and Jack-
son boulevard, on and after April 1st. No expense has been
spared to make the floor attractive and comfortable to tenants
and visitors alike. Elaborate grill room facilities have been
planned and many improvements, born of the knowledge gleaned
from past experience, will be made. Allen Sheldon, who has
been in active charge of the exhibit at the Karpen building,
will have full charge of it at the Lvtton building.
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Floor Plan of Railway Supply Permanent Exhibit.
This plan offers railway supply manufacturers, railway sup-
ply representatives and in fact anyone interested in the sale
of their products to railroads an exceptional opportunity to
keep their goods constantly before the eyes of interested rail-
road men. It also offers office facilities in the very heart of
the railway supply industry at a cost far below the maintenance
of individual offices, with the distinct advantage of having the
buyers brought to their door instead of having to seek them.
Wanted — A high-grade railway mechanical man covering Chi-
cago and Middle Western States, who is well established, hav-
ing many years' experience and a large acquaintance among
the railway men would like to represent one or two more
concerns who have an article of merit. Address, O. C. C, The
Railway List Co., 431 South Dearborn street, Chicago, 111.
May, 1914
RAILWAY MASTER MECHANIC
171
MaSerpcmnic
The World's Greatest Railway Mechanical Journal
Published at the World's Greatest Railway Center
Established 1878
Published by THE RAILWAY LIST COMPANY
WILLIAM E. MAGRAW. Tres. and Treae.
CHAS. S. MYERS, Vice-Pres. L. F. WILSON, V. P. & Editorial Director
C. C. ZIMMERMAN, Bus. Mgr. OWEN W. M1DDLETON, Editor
J. M. CROWE, Mgr. Central Dist. KENNETH L. VAN AUKEN, Editor
DALTON RISLEY, West. Mgr.
Office of Publication : Manhattan Building, Chicago
Telephone, Harrison 4948
Eastern Office: 50 Church Street, New York
Telephone, Cortland* 5765
Central Office: House Bldg., Pittsburgh, Pa.
Address all editorial and business communications to the Com-
pany, at Chicago.
A Monthly Railway Journal
Devoted to the interests of railway motive power, car equipment,
shops, machinery and supplies.
Communications on any topic suitable to our columns are solicited.
Subscription price, $2.00 a year; to foreign countries, $2.50, free of
postage. Single copies, 20 cents. Advertising rates given on
application to the office, by mail or in person.
In remitting, make all checks payable to The Railway List Company.
Papers should reach subscribers by the 16th of the month at the
latest. Kindly notify us at once of any delay or failure to
receive any issue and another copy will be very gladly sent.
Entered as Second-Class Matter June 18, 1P95, at the Post Office
at Chicago, Illinois, Under Act of March 3, 1879.
Vol. XXXVIII Chicago, May, 1914 No. 5
CONTENTS.
Editorial —
Insulation of Steel Cars 171
Failures in the Exploitation of New Devices. . . .' 171
Steel Coach Finish 172
The June Exhibits 172
Twenty Years Ago This Month 173
Railway Mail Pay 173
Increased Cost of Maintenance of Cars and Locomotives 173
Metallic Packing 174
Purification of Water for Locomotives 175
Improper Loading of Box Cars 181
Instructions for Valve Setting, C. N. R 182
Aliens' Flush Car Door 183
International Engineering Congress 184
"Cy" Warman's Last Poem 184
Training Apprentices on the Erie R. R 185
Present Day Running Repairs 191
The Exceptional Employe 193
Conservation of Our Car Supply 194
Oar Deaprtment Statistics, N. Y. C. & H. R 195
Why He Kept the Job 195
Pacific Shops of the Panama Canal 195
Railway Lessons for March, I. C. S 196
Articulated Compound Locomotive, Erie R. R 196
Electric Towing Locomotive, Panama Locks 198
Steel Passenger Coaches, C. P. R 199
Loyalty 201
Safeguarding Railroad Shops 201
American Railway Association Meeting 202
French Locomotive Improvements 203
Tool Foremen's Convention 203
Shaper Attachment 204
Membership of Railway Associations 204
Personals 205
Among the Manufacturers 206
Nathan Coal Sprinkler 206
Wahlstrom Automatic Drill Chuck 206
Arc Welding 206
Searchlight Gas for Shop work 207
Improved Eye Protectors 207
Hunt Nut Lock 208
Alloyed Steels for Tools 208
New Literature 208
The Selling Side 209
White Enamel Refrigerator Co. Successful in Damage Suit 210
Insulation of Steel Cars
Since the first all-steel car was placed in service, railway me-
chanical officers have been concerned with their insulation. The
heat conductivity of steel is so much greater than that of wood,
which in itself is extensively used as an insulating material, that
a problem of considerable dimensions presents itself. The use of
a dead air space between the outer and inner plates of the walls
of steel cars was at first thought to be a means of securing reason-
able insulation. When it was found that this end was not attained
thereby, it appeared that the loss of heat was due to the fact that
the channels uniting the outer and inner plates were responsible
for the conduction of heat. To offset this an insulating material
between channels and plates has been used. Difficulties of con-
struction as principally evidenced in riveting troubles forced
further consideration of the subject.
Tests now in progress at the University of Illinois seem to show
that the heat losses are not so much due to the conduction of the
metals in contact as to connection. In other words, the dead air
space is not what it purports to be. The air in this space is in
circulation — taking up heat from the inner plates rising and pass-
ing over against the outer plates, there cooling and falling to
repeat the cycle. This is the most logical hypothesis and unless
disproved must be acknowledged and proper steps taken to offset
its effects.
The practice of rivetting through insulation between the chan-
nels and the plates with its attendant difficulties may be discon-
tinued as not productive of any great benefit, and the air currents
between the plates, broken up by filling the space with insulating
material. Granulated cork is inexpensive and has been used with
good results. It is probable, however, that the use of asbestos
or other prepared material will be found to serve the purpose
still better.
Failures in the Exploitation of New Devices
There are, roughly speaking, two kinds of failures in the ex-
ploitation of new inventions covering alleged improvements in
railway construction, maintenance and operation. We presume
that this statement covers the industrial field generally but are
concerned only with such matters as they pertain to the railways.
We are all familiar with the type of inventor who is certain he
has a wonderful patent and who, through ignorance of conditions
or of business methods generally, is never able to make more than
a faint start at its exploitation and ultimate adoption. He is
foredoomed to failure unless he is picked up by moneyed interests,
whether his invention has merit or not. He is always with us and
he always interests us. He is never dangerous or seriously objec-
tionable. His failure harms no one but himself and he is usually
quick to recover.
The second class of failure is not such a harmless one. It is
the result of dishonest exploitation of meritless patents. A pro-
moter does not need a really good patent or patented article of
merit to serve his purpose if he is dishonest. The promotion of a
stock company is sufficient to serve his ends and in the organization
of such a stock company his first move is to select a state with
lax corporation laws. The device to be exploited is of secondary
importance. This device must, however, be one which offers oppor-
tunity for sensational description; one the universal use of which
may be described as a means for saving thousands of lives
annually. The sale of a large amount of stock is the aim..
172
RAILWAY MASTER MECHANIC
May, 1914
The canny promoter does not go to the officers of railway
mechanical departments to sell stock in a locomotive or car device
nor does he go to officers of the engineering departments to pro-
mote a track improvement. He would be handicapped in such
cases by the technical knowledge of his victims. The stock sales
are made among those who have seen just enough of railway work
*o appreciate that there is room for improvement but who have
no powers of analysis which go with technical knowledge and
long experience. A stock argument is the supposed interest of
politicians and the prospect that the Interstate Commerce Com-
mission will order the device universally applied in the interests of
safety.
These methods hinder rather than forward real progress in the
manufacture of transportation. Suspicion of anything new is fos-
tered by experience with dishonest promotion. Were it possible
to impress upon all with money to spend in this way that the
advice and co-operation of the mechanical staffs of the railways
is not impossible or difficult to secure for any legitimate and
practical improvement in locomotive and car construction, investors
would look for such evidence before spending their money. With
sly winks and insinuations, however, the promoters explain the
lack of such evidence in the desire of railway officers to spend no
money for improvement, no matter how needed, until forced to
do so.
State and federal laws will in time correct the more glaring
aspects of this evil, but its complete elimination by law cannot
be expected this side of the millenium. For the good of the
cause, mechanical officers should not avoid opportunity to express
themselves verbally or in public print in denouncing fake devices
and encouragement should be unhesitatingly given where deserved.
more effort to make it pleasing as well as utilitarian on some roads
would more than recompense the slight outlay for its decoration.
Steel Coach Finish
There are undoubtedly some railway passengers who would feel
more comfortable upon entering a modern steel coach if they
could see the actual surface of the steel without a particle of
paint on it and could see that the joints were well supplied with
rivets. The majority of travelers, however, although they wish
the sense of security which the steel coach gives, like to travel
in coaches which have been painted and decorated sufficiently to
make them pleasing to the eye. Service and other conditions be-
ing equal, the road which gets the business is the one which makes
its depots and grounds attractive and which keeps its rolling
stock in a clean and cheerful condition. The decoration of a
coach is, of course, largely a matter of personal ta*>te, but the
average passenger does not like to feel that he is aiding in a
hearse.
Some years ago the Pullman Company established a standard
of painting and decorating, consisting of a narrow line of gold
along the letter -board and a wider line at the extreme lower part
of the car, which added a great deal to the general attractiveness
and uniform appearance of its cars. On steel coaches put in ser-
vice by one or two roads recently, however, all gold stripes and
other decorations have been eliminated, thus giving the coaches a
very plain and unfinished appearance, which has aroused more or
less unfavorable comments. The addition of a few stripes of
gold leaf would brighten up these coaches immeasurably, the cost
would be very slight and the effect on the traveling public would
result in more fares. The steel construction is undisguisable and
The June Exhibits
Next month, from June 10 to 17, the mechanical conventions
will be held at Atlantic City, and according to present indica-
tions they will be by far the most successful yet held. Many
new devices and improvements will be shown on the pier, and
this exhibit will be very valuable and instructive. Few unas-
signed exhibit spaces remain and it is expected that everything
will be taken up before the convention opens. This is an
opportune time to call attention to the educational value of
these exhibits to those in attendance, and a careful study of
them is as valuable as the meetings themselves. The supply
men provide an exhibit which costs thousands of dollars to
bring together and which contains everything that is of interest
to the railway mechanical man, be he a car man, shop man or
department head.
It is not a coincidence that the well-known, wide-awake, pro-
gressive officials may be seen on the pier after the meetings,
going from booth to booth and carefully investigating what
each has to show. This is the reason that these men keep at
the head of the procession — they seize every opportunity to
learn and they realize that such an exhibition offers them great
opportunities to increase their efficiency.
Let the man who expects to attend the conventions make
notes before he leaves home as to what devices are not giving
him the best results, where it would be economical to install a
modern machine to expedite work, up-to-date methods or proc-
esses which will bear looking into, etc., in order that he may
be fully prepared to cover these points at the convention.
We do not wish to detract from the importance of the con-
vention sessions, but to emphasize the benefits to be derived
from exhibits. It is taken for granted that railway officials
will attend the sessions, but there are a few who seem to regard
the booths on the pier as a part of the scenery at Atlantic City
which remains the same from year to year. This year, as was
the case last year, the exhibits will be open certain evenings,
and certainly the excuse of "no time" will not be valid. Time
used in studying the exhibits will be well spent.
ATLANTIC CITY SPECIAL TRAIN.
A special train to Atlantic City over the Pennsylvania will leave
the Union Station, Chicago, at 3 p. m., Monday, June 8, and will
reach Atlantic City about 2 o'clock p. m. the following day.
The train will be composed of steel library, smoking, sleeping
and compartment observation cars, with Pennsylvania diners
serving table d'hote dinner leaving Chicago, and a la carte
breakfast and luncheon the following day. The summer tourist
fare from Chicago to Atlantic City will be $29.50 for the round
trip, good to return within 30 days. Those who desire to go
to New York after the convention can purchase summer tourist
tickets from Chicago to that point for $30, good to return
within 30 days, and deposit them for stop-over of 10 days at
Philadelphia, purchasing round-trip tickets for $2.50, Philadel-
phia to Atlantic City and return. The date of deposit counts
as one day. Those desiring to return via Baltimore or Wash-
ington can do so, obtaining stop-over of 10 days at those points,
Harrisburgh and Pittsburgh, not exceeding the final limit of the
ticket, by so specifying at the time of purchasing tickets and
by depositing them at stop-over points immediately on arrival,
May, 1914
RAILWAY MASTER MECHANIC
1?3
date of deposit to count as one day. Accommodations can now
be reserved at the city ticket office of the Pennsylvania Lines,
242 South Clark street, Chicago, and will be held until June 1,
by which time they must be claimed, or by letter to E. K. Bixby,
district passenger agent, Pennsylvania Company, Chicago.
enfq^earj A<fo TF?i5 Month
(From the Files.)
The. plan for consolidating the American Railway Master
Mechanics and the Master Car Builders' Associations is again
being agitated but with little chance of success. Few persons
connected with associations feel that the question is of any
considerable importance.
The trials of the Westinghouse high-speed brake on the
Pennsylvania were a disappointment, the wheels being slid by
the heavy pressure, and the stops being longer than with
the ordinary quick acting brake. The rails were in bad con-
dition, however, and this undoubtedly contributed to the re-
sult. The trials were run with two trains on parallel tracks,
one fitted with the ordinary brake equipment and the other
with the new high-speed type. In each case the new brake
made the longer stop.
An Adirondack railway car fitted with an electric lighting
apparatus operated from the axle, was recently run over the
Chicago, Milwaukee & St. Paul between Chicago and Mil-
waukee. The car is intended to furnish power for lighting
the train in which it is hauled. It was operated for exhibition
purposes by the American Railway Electric Light Co.
The Manhattan Elevated has succeeded in improving its
design of Forney type engines until the excellent performance
of 30 lbs. per train mile has been obtained.
The electric headlight appears to be meeting with favor
on several lines, between one and two hundred now being in
use. The advantages of a better lighted track, the ability to
detect obstructions, misplaced switches - or other dangers are
in favor of the electric headlight.
The Chicago Great Western has decided to locate its shops
at Oelwein, Iowa.
Geo. Gibbs, mechanical engineer of the Chicago, Milwaukee
& St. Paul, has turned over to the Drexel Railway Supply Co.,
his device for making coil springs under cars as easy in riding
qualities as are elliptic springs. The device is a simple means
for dampening the action of the coil springs by means of
friction plates.
The Metropolitan Elevated of Chicago has decided to adopt
electric power. "W. E. Baker, who was general manager of
the Intramural during the World 's Fair, will have charge of
the electrical equipment.
The Nathan Mfg. Co., New York, has obtained the rights
for this country, of the Golsdorf system of compound locomo-
tives without starting mechanism. The chief features of this
system are modification of the valve gear to such proportions
that in full gear, steam will follow the piston more than 90
per cent of its stroke which avoids the necessity of any inter-
cepting valve for preventing back pressure on the high pres-
sure piston; and the use of auxiliary ports through which live
steam is admitted to the low pressure cylinder.
The American Steel Foundry Co., has been organized with a
capital of $300,000. Rolla Wells is president; E. H. Goltra,
secretary and L. J. Hayward, treasurer.
The Acme Machinery Co., Cleveland, reports receipt of
foreign orders traceable to the World's Fair exhibit. A large
heading machine was ordered from Valparaiso, Chili, and the
Hungarian State Railway at Buda Pesth has ordered two bolt
cutting machines.
The Glazier Headlight Co., Rochester, has been organized
to manufacture headlights, lanterns and sheet metal goods.
The Canadian Pacific has officially confirmed the rumor that
it would operate its line through Kicking Horse Pass by elec-
tricity. Water power from adjacent streams will be utilized
in the project.
Oil fuel for locomotives is being experimented with by the
Chicago, Burlington & Quincy.
RAILWAY MAIL PAY.
Congress lias passed the bill providing for the expenditures of
the postoffice department for the next fiscal year. This bill,
however, fails once more to compensate the railroads for car-
rying the parcel post. The bill is based upon estimates of the
postoffice department that next year the parcel post will handle
600,000,000 packages, yielding a revenue to the postoffice of
$60,000,000.
The postmaster general in his annual report of December l r
1913, stated that in view of the prospective "prodigious
growth" of the parcel post, "the railroads, of course, will
become entitled to additional compensation for this extr3
service imposed upon them, and the department is engaged in
gathering all statistical data necessary for ascertaining a cor-
rect basis for fixing a just, fair and adequate compensation
for the service rendered."
On February 17th the railroads' committee was advised by
the postoffice department that it had made a recommendation
to congress that ' ' on account of the increased weight of
mails," due to the parcel post, the postmaster general should
be authorized to add to the compensation of the railroads not
more than one-half of one per cent. This recommendation
would have added only $254,000 to the mail pay of all the rail-
roads in the United States.
Congress took no action on the recommendation, evidently
considering the proposal too trivial for consideration, and pre-
ferring to await the recommendation of the joint congressional
committee now investigating the w-hole subject.
In Great Britain the railways receive 55 per cent of the rev-
enues from the parcel post. Before the establishment of the
parcel post the railroads in this country received for transport-
ing the mails at least one-fifth of the postoffice revenue. As-
suming that their service is no greater in handling the parcel
post than with other mail, this increased revenue of $60,000,000
to the postoffice department should in all fairness mean in-
creased payments to the railroads of at least $12,000,000.
Nevertheless, the appropriation bill passed by congress pro-
vides no payment to the railroads beyond the provision already
made, that 5 per cent might be added to the pay of railroads
on which there had not been a weighing since January 1, 1913.
At a time when the Interstate Commerce Commission is in-
sisting that the railroads shall make a fair charge for every
service rendered it seems in the highest degree unjust that no
provision should be made adequately to compensate the rail-
roads for providing and operating the transportation machinery
without which the mail service would be practically impossible.
INCREASED COST OF MAINTENANCE OF CARS AND
LOCOMOTIVES.
At a hearing before the Interstate Commerce Commission,
Mr. J. T. Wallis, general superintendent of motive power of the
Pennsylvania Railroad Company, testified concerning the in-
creased maintenance of equipment expenses incidental to the
operation of the Pennsylvania Railroad System.
Mr. Wallis pointed out that the Pennsylvania System paid out
$72,971,585 for maintenance of equipment in 1913 as compared
with $58,197,036 in 1910 — an increase of 25.39 per cent.
The Pennsylvania Railroad east of Pittsburgh had 4,242
locomotives on June 30, 1913, against 4,067 on June 30, 1910
Average tractive power in 1913 was 43,776 pounds against
31,013 pounds in 1910. Total locomotive miles were 128,334,119
in 1913 and 117,010,549 in 1910.
fa
RAILWAY MASTER MECHANIC
May, 1914
The cost of locomotive repairs on the Pennsylvania Railroad
lines east of Pittsburgh for the year ended June 30, 1910, was
$11,597,406. The cost of locomotive repairs for the year ended
June 30, 1913, was $15,267,832, an increase of $3,670,426, or
31.7 per cent.
It cost proportionately more money to maintain a large loco-
motive than a small one, and the repairs of any given size
locomotive will vary with the number of miles that the loco-
motive is run, namely, its use. It is accordingly proper to base
comparison of the cost of locomotive repairs on tractive power
miles, which are arrived at by multiplying the mileage of every
locomotive in service by its tractive power.
Of the total increase of $3,670,426 in locomotive repairs, $1,-
129,940 is accounted for by increased rates of pay and by
expenditures to meet changed conditions, and $1,843,988 as a
result of increase in tractive power miles.
The cost of locomotive repairs today bears a proper relation
to the class of locomotives that are being maintained when
due consideration has been given to the general increases and
various adjustments in wages that have been made since the
adoption of locomotives of the type used today.
Repairs of freight cars cost the Pennsylvania System $24,-
121,049 in 1913 as compared with $18,281,364 in 1910. There,
were 268,364 cars the former year against 249,788 in 1910.
Of the total sum of $5,839,685 increased charges to repairs
of freight cars, there is due to an increase in total freight car
mileage $2,175,482. The increase in wages previously referred
to in connection with locomotives caused an increase of $572,-
802. Expenditures rendered necessary by the standardization
of equipment law accounted for a further sum of $1,190,054.
The remaining amount of $1,901,347 is due, first, to an in-
crease in the price of yellow pine and oak used in repairs of
wooden cars, and, second, to the increase in the capacity of the
modern car.
REPAIRS COST MORE.
The character of the cars that are being constructed today is
different from what it was ten years ago. Steel cars are com-
ing in for heavy repairs, and the situation is gradually adjust-
ing itself, but we will not have complete data as to the cost
of repairs to such cars until a greater proportion of the steel
cars have been passed through the shop for heavy repairs, and
probably not until some of them, at least, have been dis-
carded on account of decay, at which time an average figure
for the reair of steel cars can be arrived at, but this is not
possible today.
The cost of repairs to freight cars per million capacity ton
miles has decreased each year as compared with the year 1903,
this decrease for 1909 being 22.6 per cent. Since that time
the decrease has not been so great, due to the fact that there
was an increase in wages and added expenditure in connection
with the standardization of equipment law. In the year 1913
there was a decrease of 17.4 per cent in the cost of repairs
per million capacity ton miles under the cost of 1903. If the
charges for the standardization of equipment law and the in-
crease in wages were eliminated, the cost per million carrying
capacity miles would have been .00069 as compared with .00093
in 1903, or a decrease of 25 per cent. In other words, it is
quite plain that the cost of car repairs per unit of capacity
available for loading is decreasing, if other varying factors,
such as increases in wages and charges for standardization of
equipment, are eliminated.
The cost of repairs to passenger equipment cars for the year
ended June 30, 1910, was $2,681,753, and for the year ended
June 30, 1913, $3,176,707, an increase of $494,954, or 18.4 per
cent.
Of this, 6.6 per cent, or $176,006, is due to an increase in car
mileage. An increase in wages heretofore referred to accounts
for an additional amount of $75,781, or 2.8 per cent.
RENEWALS AND DEPRECIATION.
At the present time the Pennsylvania Railroad Company
charges depreciation on the following bases: Locomotives and
passenger cars on a basis of 4 per cent of the original cost of
the equipment, and on freight cars on a basis of 3 per cent on
such cost, for the reason that it is believed a locomotive will
last about twenty years, and based on the final value of the
scrap being 20 per cent of the original value, the depreciation
plus the salvage will equal the original cost. On passenger
cars it is believed that wooden cars will last twenty years. As
far as steel cars are concerned, it is not known how long they
will last, but in order to provide for the replacing of wooden
with steel cars in a reasonable time, and for the steel cars
when they shall have to be retired, the best figure the Penn-
sylvania has been able to arrive at is 4 per cent.
METALLIC PACKING.
By A. E. M.
In looking back over a good many years' experience in the
metallic packing line, both as a manufacturer of metallic packing
rings and as a user of them, the thought strikes me that if metal-
lic packings were only given a fair show for their money, to use
a slang expression, how much greater the mileage would be and
how much fewer the complaints would be.
The writer has seen within the last twenty years many new
metallic packings that were put on the market and a great many
that were not, by far the greater number being of the latter.
Some of the newer packings have much merit; others have not.
The "have nots" are in the majority, but if the few good ones
were used right how much easier the life of the packing man
would be, and consequently the poor over-worked railway man
would have less cause to complain.
This is the day of specialists. We have all kinds and breeds
of specialists on railways, excepting packing specialists. The
writer knows of only a few roads where the matter of metallic
packings and their application is dignified by having a specialist
attend to it. On these roads they have no packing troubles to
speak of, not even on superheaters. Occasionally, of course, a
packing will blow, but usually it 's a ease of being pretty well worn
out and a set of new rings will cure the trouble; but how about
the other roads, where anybody and everybody and usually nobody
attends to packing matters. These are the kind of roads that give
the packing man all his troubles and gray hairs. He is called
in usually as a case of last resort and his packing is blamed for
all their troubles. He scratches his head and tries to reason out
why his packing works good over on the A. G. & W. S. and not
here. Finally, when he lands in the roundhouse and calls for
cases where his packing has apparently fallen down, he finds that
a helper had applied the packing and a handy man had made
the cups.
' ' The cups were new when applied and so, of course, they must
be right," the roundhouse foreman argued.
' ' Well, let 's see your cups, anyway, just so we can make sure, ' '
says the packing man.
When he tries his gauges in the cups he finds the angles off
five or six degrees and the cups away too large in the piston fit
and a few other things of a like nature. Of course the packing
was to blame for this condition; that is, it was originally, but
now what happens! The packing man gets the back-shop to
make the cups right after a fixed standard and gauge, then he
goes after the division master mechanic and gets his consent to
have a regular machinist assigned to attend to all packing matters
and see to it that a good one is selected for the job. After hang-
ing around for a few days to observe that the new order of things
is working out right, he leaves for new fields and does not get
back on this road again for six months. When he does finally
get back he finds that his packing is giving good satisfaction and
everyone happy.
It is a matter of education, and if the numerous roads and
officials would pay a little more attention to these matters of a
like nature all would be clear sailing.
Mav. 1914
RAILWAY MASTER MECHANIC
175
Purification of Water for Locomotivest
By P. M. La Bach, Assistant Engineer, C, R. I. & P. Ry.*
Scientific investigation tells us that pure water practically does
not exist in nature. Snow and rain water in falling absorb the
gaseos substances in the air. These are usually carbonic acid,
nitric acid and ammonia. In addition to this, water is a weakly
oxidizing agent itself. Some of the impurities, such as carbonic
acid, aid in dissolving a number of substances which are found in
ordinary soil. A further addition of carbonic acid to surface
water on its way into the earth is made by absorbing decaying
vegetable matter. Having acquired acid properties, the water
readily absorbs various mineral substances which are found in
ordinary soils, including salts of lime and magnesia. When once
dissolved, these substances are colorless as a rule, and do not make
their presence known. Custom has given the term "hardness" to
the amount of salts in solution and we have ' ' total hardness, ' '
"temporary hardness," etc., now used as technical terms. Table
I shows the maximum amounts of different mineral substances
which may be dissolved in pure water. These substances are
found in varying quantities in nearly all water except that
caught immediately upon falling.
TABLE I — SOLUBILITY IN 1 U. S. GALLON AT 60° F.
Calcium carbonate, CoC0 3 2.1 grains
Calcium chloride, CaCl, 33.3 lbs.
C 
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